JP2012256162A - Roadside communicator, radio communication system, method for receiving radio signal, and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently collect information from an in-vehicle communicator when adopting a selective receiving system for a roadside communicator having a plurality of antennas.SOLUTION: A present invention relates to a roadside communicator 2 for receiving a radio signal transmitted by an in-vehicle communicator 3. The roadside communicator 2 includes: a plurality of antennas 20a and 20b having directivity corresponding to incoming paths L1-L4 coming in an intersection J; a selection part (a control part 23) capable of selecting any one of the plurality of antennas 20a and 20b as a reception antenna; a demodulation part (a reception part 40) for demodulating the radio signal received by the reception antenna and taking out reception data; and a storage part 24 for storing a reception time allocated by time division according to the situations of the incoming paths L1-L4. The selection part determines timing for selecting the antenna 20a or 20b on the basis of the stored reception time.

Description

  The present invention is, for example, a roadside communication device suitable as a component of an intelligent transport system (ITS), a wireless communication system including the roadside communication device, a method of receiving a radio signal by the roadside communication device, And a computer program for the roadside communication device.

Conventionally, as a part of ITS, a wireless communication system that acquires various information wirelessly transmitted from a vehicle by a plurality of roadside communication devices installed at each intersection has been studied.
In this wireless communication system, in order to effectively use a limited frequency band, a time slot transmitted by a roadside communication device is assigned by a TDMA (Time Division Multiple Access) method, and the remaining time slot is assigned by CSMA (Carrier Sense Multiple Access). It has been proposed to assign to vehicle-to-vehicle communication by a method (for example, see Patent Document 1).

JP 2010-87277 A

In a conventional wireless communication system, when a non-directional reception antenna serving as a reception area that covers all inflow paths flowing into an intersection is employed, wireless communication from a plurality of in-vehicle communication devices having a so-called “hidden terminal” positional relationship is provided. The signals may interfere with each other, and the roadside communication device may not be able to properly receive the onboard communication device radio signal.
Thus, it has been proposed to prevent interference by hidden terminals by providing a plurality of antennas having directivity corresponding to the direction of the inflow path flowing into the intersection in one roadside communication device (for example, Japanese Patent Application No. 2010). -See paragraphs 0005-0006 of -87917).

On the other hand, as a method of processing a radio signal by a radio communication device having a plurality of antennas, for example, the following method can be considered.
1) A system that demodulates all radio signals received by each antenna and extracts received data from each demodulated signal (hereinafter referred to as “all reception system”).
2) A method of selecting any one of a plurality of antennas as a receiving antenna, demodulating only a radio signal received by the selected receiving antenna, and extracting received data from the demodulated signal (hereinafter referred to as “selective receiving method”). "

Of both the above methods, the all reception method has the advantage that it can receive and process all wireless signals of the in-vehicle communication device without waste, but a reception circuit for amplifying and demodulating the wireless signal is required for each antenna and is extracted. In addition, since the buffer capacity of the received data is increased, there is a disadvantage that the manufacturing cost of the roadside communication device is increased.
On the other hand, in the selective reception method, since only one receiving circuit for performing amplification and demodulation is sufficient, it is possible to suppress an increase in the manufacturing cost of the roadside communication device.

However, in the selective reception method, radio signals are received only by the antenna selected as the reception antenna, so depending on how the reception time is assigned to each antenna, inefficient information collection that does not conform to the actual situation of the inflow path and There is a case.
For example, when a plurality of inflow paths flowing into a certain intersection include a first inflow path without a vehicle sensor and a second inflow path with a vehicle sensor, the in-vehicle communication device in the first inflow path Is more useful than information from the in-vehicle communication device in the second inflow path.

  Thus, even when the installation state of the vehicle detector in each inflow path is different, if the reception times of a plurality of antennas corresponding to each inflow path are simply allocated, the useful first inflow path On the other hand, there is a possibility that a lot of radio signals from the in-vehicle communication device in the second inflow path may be obtained uselessly because the radio signal from the in-vehicle communication device in the vehicle cannot be obtained so much. It is not possible to efficiently collect information from a communication device.

  The present invention has been made in view of such conventional problems, and an object thereof is to efficiently collect information from an in-vehicle communication device when a selective reception method is adopted for a roadside communication device having a plurality of antennas. .

  (1) A roadside communication device of the present invention is a roadside communication device that receives a radio signal transmitted by an in-vehicle communication device, and has a plurality of antennas having directivity corresponding to the direction of an inflow path flowing into an intersection, and a plurality of antennas A selection unit that can select any one of the antennas as a reception antenna, a demodulation unit that demodulates the radio signal received by the reception antenna and extracts reception data, and a state of the inflow path And a storage unit that stores reception times allocated in a time-sharing manner, wherein the selection unit determines a timing for selecting the antenna based on the stored reception times.

According to the roadside communication device of the present invention, the selection unit has a plurality of directivities corresponding to the direction of the inflow path flowing into the intersection based on the reception time allocated in time division according to the state of the inflow path. Since the timing for selecting any one of the antennas as the receiving antenna is determined, it is possible to select the antenna at an appropriate timing in accordance with the actual situation, compared with the case where the reception times of the respective antennas are simply allocated equally.
For this reason, the information collection from the vehicle-mounted communication device of the vehicle which drive | works an inflow path can be performed more efficiently.

(2) In the roadside communication device of the present invention, as the stored reception time, it is preferable to employ, for example, a time division allocated according to the installation state of the vehicle detector in the inflow channel.
The reason for this is that the installation status of the vehicle detector in the inflow path, such as the presence or absence of the vehicle sensor described above, affects the estimation accuracy of specific traffic information (for example, traffic jam length and travel time). This is because the usefulness (value) of the information acquired from the in-vehicle communication device on the road influences.

(3) Accordingly, the plurality of inflow paths are the first inflow path in which the installation status is the first installation status of the next (x) and the installation status is the second installation status of the next (y). When the second inflow path is included, it is preferable that the reception time corresponding to the first inflow path is set longer than the reception time corresponding to the second inflow path.
(X) The first installation situation where the estimation accuracy of traffic information is lower than the second installation situation (y) The second installation situation where the estimation accuracy of traffic information is higher than the first installation situation

The reason is that, in the case of the first inflow path of the first installation situation where the estimation accuracy of the traffic information is low, the estimation accuracy is increased by the information from the in-vehicle communication device, and thus the information is highly useful. .
On the other hand, in the case of the second inflow channel in the second installation situation where the estimation accuracy of traffic information is high, the estimation accuracy is not so high by the information from the in-vehicle communication device, so the usefulness of the information is low. is there.

(4) In the roadside communication device of the present invention, as specific examples of the first and second installation situations, for example, the first installation situation is the following situation (a), and the second installation situation is the following. The case of the situation of (b) can be considered.
(A) Situation where vehicle detector is not installed (b) Situation where vehicle detector is already installed

The reason is that in the case of the first inflow path where the vehicle sensor is not installed, traffic information cannot be estimated because there is no information from the vehicle sensor. This is because the usefulness of information is high.
On the contrary, in the case of the second inflow path where the in-vehicle communication device is already installed, the traffic information can be estimated from the information from the vehicle detector, so the information from the in-vehicle communication device in the second inflow path is This is because the utility of is low.

(5) Moreover, in the roadside communication device of the present invention, as another specific example of the first and second installation situations, for example, the first installation situation is the following situation (c), and the second installation situation The situation may be the following situation (d).
(C) Situation where the installation interval of the specific type of vehicle detector is larger (d) Situation where the installation interval of the same type of vehicle detector is the same

The reason for this is that in the case of the first inflow path where the installation interval of a specific type of vehicle detector (for example, an ultrasonic vehicle detector that detects the presence of a vehicle) is longer, traffic information such as congestion length This is because the estimation accuracy is low and the usefulness of information from the in-vehicle communication device in the first inflow path is high.
Conversely, in the case of the second inflow path in which the installation interval of the same type of vehicle detector of the same type as described above is smaller, the estimation accuracy of the traffic information such as the congestion length is high, and therefore the second inflow path is This is because the usefulness of information from the in-vehicle communication device is low.

(6) Furthermore, in the roadside communication device of the present invention, as another specific example of the first and second installation situations, for example, the first installation situation is the following situation (e), and the second installation situation The situation may be the following situation (f).
(E) Situation where vehicle detectors with fewer types of information obtained are installed (f) Situation where vehicle detectors with more types of information obtained are installed

The reason is that in the case of the first inflow path in which a vehicle sensor (for example, an ultrasonic vehicle sensor that detects the presence of a vehicle) with less information is obtained, the vehicle sensor This is because the estimation accuracy of the traffic information based on the sensed information is low, and the usefulness of the information from the in-vehicle communication device in the first inflow path is high.
On the other hand, in the case of the second inflow path in which a vehicle detector (for example, an image type vehicle detector that can directly detect not only the presence of the vehicle but also the traffic jam length from the image data) is installed. This is because the estimation accuracy of the traffic information based on the detection information of the vehicle detector is high, and the usefulness of the information from the in-vehicle communication device in the second inflow path is low.

(7) Moreover, in the roadside communication device of the present invention, as another specific example of the first and second installation situations, for example, the first installation situation is the following situation (g), and the second installation situation It is also conceivable that the situation is the following situation (h).
(G) Situation in which vehicle detectors capable of road-to-vehicle communication are installed (h) Situation in which vehicle detectors capable of road-to-vehicle communication are installed

The reason is that in the case of the first inflow path in which a vehicle sensor that cannot perform road-to-vehicle communication (for example, an ultrasonic vehicle sensor that detects only the presence of a vehicle) is installed, the detection of the vehicle sensor. This is because the estimation accuracy of the traffic information based on the information is low and the usefulness of the information from the in-vehicle communication device in the first inflow path is high.
Conversely, in the case of the second inflow path in which a vehicle sensor capable of road-to-vehicle communication (for example, an optical vehicle sensor (optical beacon)) is installed, probe information obtained from an in-vehicle device compatible with optical communication. This is because it is possible to estimate traffic information with high accuracy by using the information from the in-vehicle communication device in the second inflow path.

(8) In the roadside communication device of the present invention, the stored reception time may be assigned in a time-sharing manner according to the congestion situation in the inflow channel, for example.
Examples of the index indicating the congestion state include a degree of congestion (a value obtained by dividing the traffic volume by the traffic capacity), a traffic congestion length, an average speed, or a travel time.

(9) When the plurality of inflow paths include a first inflow path that is congested or expected to be congested and a second inflow path that is not congested or is not expected to be congested, The reception time corresponding to one inflow path may be set longer than the reception time corresponding to the second inflow path.
In this way, it is possible to acquire more information from the in-vehicle communication device in the first inflow path that is actually congested or expected to be congested, and accurately estimate the degree of congestion in the first inflow path. Can do.

(10) By the way, if any one of a plurality of antennas having directivity corresponding to the direction of the inflow path is selected as a receiving antenna, the radio signal of the vehicle-mounted communication device that has reached the antenna in a non-selected time zone is demodulated. Not.
For this reason, when there is a vehicle-mounted communication device in each inflow path in the direction corresponding to the directivity of the plurality of antennas, the unit that the roadside communication device can obtain from the plurality of vehicle-mounted communication devices included in its own reception area The amount of information per hour decreases.

On the other hand, in order to increase the amount of information per unit time acquired by the roadside communication device, it is only necessary to execute “all selection mode” in which all antennas are selected as reception antennas. When in-vehicle communication devices transmit wireless signals at the same time without knowing each other's existence, the wireless signals reach each antenna at the same time and interfere with each other, making it impossible to demodulate the wireless signals.
Therefore, in the roadside communication device of the present invention, the selection unit is capable of executing a full selection mode in which all the antennas are selected as the reception antennas according to the traffic volume of the inflow path flowing into the intersection. Is preferred.

In this case, for example, when the traffic volume of all the inflow paths is below a predetermined value and is in a quiet state, if the all selection mode is executed, the radio signal from the in-vehicle communication device existing in each inflow path is sent to the corresponding antenna. It is unlikely to reach and interfere at the same time.
For this reason, it is possible to receive a radio signal from the in-vehicle communication device existing in each inflow path in a state where the possibility of interference is low, and it is possible to increase the amount of information per unit time acquired by the roadside communication device.

(11) The wireless communication system of the present invention includes an in-vehicle communication device that wirelessly performs inter-vehicle communication by the CSMA method, and any of the above (1) to (9) that receives the wireless signal transmitted by the in-vehicle communication device. The roadside communication device of the present invention described above is provided.
Therefore, the wireless communication system of the present invention has the same effects as the roadside communication apparatus of the present invention described in any of the above (1) to (9).

  (12) The reception method of the present invention is a method in which a roadside communication device receives a radio signal transmitted by an in-vehicle communication device, and the reception time allocated in a time division manner according to the situation of an inflow route flowing into an intersection. And determining a timing for selecting any one of a plurality of antennas having directivity corresponding to the direction of the inflow path as a receiving antenna, and demodulating the radio signal received by the receiving antenna. And receiving the received data.

According to the receiving method of the present invention, any one of the plurality of antennas having directivity corresponding to the direction of the inflow path based on the reception time allocated in a time division manner according to the situation of the inflow path flowing into the intersection. Since the timing for selecting one of the antennas as a receiving antenna is determined, it is possible to select an antenna at an appropriate timing in accordance with the actual situation, compared to the case where the receiving times of the respective antennas are simply allocated equally.
For this reason, the information collection from the vehicle-mounted communication device of the vehicle which drive | works an inflow path can be performed efficiently.

  (13) The computer program of the present invention causes the computer to function as a selection unit that selects any one of a plurality of antennas having directivity corresponding to the direction of the inflow path flowing into the intersection as a reception antenna. And a timing for selecting the antenna based on the read reception time, and a step of reading from the storage unit the reception time allocated in a time division manner according to the state of the inflow path. And determining.

According to the computer program of the present invention, the reception time allocated in time division according to the situation of the inflow channel is read from the storage unit, and the directivity corresponding to the direction of the inflow channel is determined based on the read reception time. Since the timing to select any one of the multiple antennas as a receiving antenna is determined, the antenna is selected at an appropriate timing according to the actual situation, compared to simply assigning the receiving time of each antenna equally. can do.
For this reason, the information collection from the vehicle-mounted communication device of the vehicle which drive | works an inflow path can be performed efficiently.

  As described above, according to the present invention, when a selective reception method is adopted for a roadside communication device having a plurality of antennas, an antenna can be selected at an appropriate timing in accordance with the actual situation. It is possible to efficiently collect information from a communication device.

1 is a schematic perspective view showing an overall configuration of an intelligent road traffic system including a roadside communication device according to an embodiment of the present invention. It is a road top view which shows a part of jurisdiction area of the said intelligent road traffic system. It is a block diagram which shows the internal structure of a roadside communication apparatus and a vehicle-mounted communication apparatus. It is a conceptual diagram which shows an example of a time slot. It is a figure which shows an example of the frame format of the transmission signal of a vehicle-mounted communication apparatus. It is a block diagram which shows the structural example of a radio | wireless communication part. It is a road top view which shows the relationship between the antenna of a roadside communication apparatus, and a receiving area. It is a block diagram which shows another structural example of a radio | wireless communication part. It is a road top view which shows the relationship between the antenna of a roadside communication apparatus, a reception area, and a transmission area. It is a circuit diagram of the switch part which shows another structural example of a radio | wireless communication part.

[Overall system configuration]
FIG. 1 is a schematic perspective view showing an overall configuration of an intelligent road traffic system (ITS) according to an embodiment of the present invention. In this embodiment, as an example of the road structure, a grid structure in which a plurality of roads in the north-south direction and the east-west direction intersect with each other is assumed.
As shown in FIG. 1, the intelligent transportation system of this embodiment is equipped with a traffic signal 1, a roadside communication device 2, an in-vehicle communication device 3 (see FIGS. 2 and 3), a central device 4, and an in-vehicle communication device 3. A vehicle 5 and a roadside sensor 6 including various vehicle sensors are included.

The traffic signal 1 and the roadside communication device 2 are installed at each of a plurality of intersections Ji (i = 1 to 12 in the example), and are connected to the router 8 via a communication line 7 such as a telephone line. . This router 8 is connected to the central device 4 in the traffic control center.
The central device 4 constitutes a local area network (LAN) with the traffic signal device 1 and the roadside communication device 2 at each intersection Ji included in the area under its control. Therefore, the central device 4 can perform bidirectional communication with each traffic signal 1 and each roadside communication device 2. The central device 4 may be installed on the road instead of the traffic control center.

  In FIG. 1 and FIG. 2, only one signal lamp is depicted at each intersection Ji, which is a crossroad intersection, to simplify the illustration, but at each actual intersection Ji, up and down roads intersecting each other There are at least four signal lamps installed.

The roadside sensor 6 is composed of various vehicle detectors installed at appropriate places in the jurisdiction area for the purpose of counting the number of vehicles flowing into each intersection Ji and detecting the end of a traffic jam.
In the present embodiment, for example, the following types of vehicle detectors are employed, and the detection information S4 generated according to the functions of various types of vehicle detectors is sent to the central device 4 through the communication line 7. It is done.

a) Ultrasonic vehicle detector An ultrasonic vehicle detector emits ultrasonic waves from an ultrasonic handset called a head toward the ground and measures the time until the ultrasonic waves are reflected back. It is a vehicle detector that detects the presence or absence of the vehicle 5. The head is usually mounted perpendicular to the road surface at a height of about 5 m directly above the road.

b) Microwave type vehicle sensor The microwave type vehicle sensor is a vehicle sensor that detects the presence of the vehicle 5 by the strength of the reflected wave of the microwave transmitted from the microwave handset. Further, the microwave vehicle sensor can measure the vehicle speed using the Doppler effect, and can determine the vehicle type from the existence time of the vehicle 5.

c) Optical vehicle detector (hereinafter also referred to as “light beacon”)
The optical beacon includes a beacon head that projects or receives near-infrared light in a relatively narrow communication area on a road, and both the vehicle 5 and an in-vehicle device capable of optical communication while passing through the communication area. This is a vehicle detector having a function of performing direction communication (road-to-vehicle communication). In addition, the optical beacon often has a function of sensing the presence of the vehicle 5 traveling on the road.

d) Image-type vehicle sensor The image-type vehicle sensor senses the speed of the vehicle 5 and the type of vehicle, the presence of the vehicle 5, etc. by imaging a vehicle traveling in a plurality of lanes with a TV camera and processing the image. It is a vehicle sensor.

e) Travel time measurement sensor This sensor captures a vehicle with a CCD camera placed at the top of the road, reads the captured image of the vehicle 5 in real time, and determines the specific interval from the difference in the passage time of the same vehicle. The travel time is measured.

[Central equipment]
The central device 4 has a control unit including a workstation (WS), a personal computer (PC), and the like. This control unit collectively collects, processes (calculates) and records various types of traffic information from the roadside communication device 2 and the roadside sensor 6, performs signal control, and provides information.
Specifically, the control unit of the central device 4 performs system control for adjusting the traffic signal group 1 on the same road for the traffic signal 1 at the intersection Ji belonging to its own network, and this system control is applied to the road network. Extended wide area control (surface control) can be performed.

In addition, the central device 4 has a communication unit that is a communication interface connected to the LAN side via the communication line 7. This communication unit transmits a signal control command S1 relating to the color switching timing of the signal lamp and traffic information S2 including traffic jam information to the traffic signal 1 and the roadside communication device 2 every predetermined time (see FIG. 1). .
The signal control command S1 is transmitted every calculation period (for example, 1.0 to 2.5 minutes) of the signal control parameter when performing the system control and the wide area control, and the traffic information S2 is transmitted every 5 minutes, for example. Is done.

Further, the communication unit of the central device 4 receives vehicle information S3 including the position and speed of the vehicle 5 received from the in-vehicle communication device 3 by the roadside communication device 2 from the roadside communication device 2 corresponding to each intersection Ji. The sensing information S4 is received from the roadside sensor 6 installed on each road.
The control unit of the central device 4 can execute the system control and the wide area control based on the vehicle information S3 and the sensing information S4 acquired by the communication unit from the roadside communication device 2 and the roadside sensor 6 in the jurisdiction area. .

[Wireless communication systems, etc.]
FIG. 2 is a road plan view showing a part of the jurisdiction area of the above intelligent road traffic system.
In FIG. 2, each of two roads intersecting each other is illustrated as one lane on one side in the up and down directions, but the road structure is not limited to this.
As shown in FIG. 2, the intelligent road traffic system of this embodiment includes a plurality of roadside communication devices 2 capable of wireless communication with the in-vehicle communication device 3 and a mobile wireless transceiver that performs wireless communication using the CSMA method. A wireless communication system having a plurality of in-vehicle communication devices 3 that are a kind of

The roadside communication device 2 is installed at each roadside intersection Ji, and is attached to, for example, a column of the traffic signal 1 as illustrated in FIGS. 1 and 2. The in-vehicle communication device 3 is mounted on a vehicle 5 traveling on a road.
When the roadside communication device 2 can receive a radio signal from the in-vehicle communication device 3 in its own reception area Ar and the reception area Ar reaches the antenna of another roadside communication device 2, A radio signal from the other roadside communication device 2 can also be received.

In the roadside communication device 2 according to the present embodiment, a plurality of antennas 20a and 20b (see FIGS. 3 and 6) having directivity along the road extension direction are employed, so that the reception area Ar extends from the intersection J2 to the road. It is the shape extended along the extending direction.
In FIG. 2, only the reception area Ar of the roadside communication device 2 installed at the intersection J2 is illustrated, but the reception area Ar of the roadside communication device 2 installed at the other intersection Ji is also the intersection Ji. It has a shape that extends along the road extension direction.

In the intelligent transport system of this embodiment, wireless communication is used between the roadside communication devices 2 (roadside communication), and between the roadside communication device 2 and the vehicle-mounted communication device 3 (from “road” to “car” Wireless communication is also used for both vehicle-to-vehicle communication and vehicle-mounted communication devices 3 (vehicle-to-vehicle communication).
As described above, the central device 4 provided in the traffic control center is capable of two-way communication with each roadside communication device 2 by wire, but wireless communication may be performed between these devices.

The roadside communication device 2 allocates a dedicated time slot (first slot T1 in FIG. 4) for wireless transmission by the TDMA system, and a time zone other than this time slot (second slot T2 in FIG. 4). Does not perform wireless transmission. Therefore, the time zone other than the time slot dedicated to the roadside is opened as the transmission time by the CSMA method for the in-vehicle communication device 3.
Further, the roadside communication device 2 has a time synchronization function with other roadside communication devices 2 in order to control its own transmission timing. The time synchronization of the roadside communication device 2 is performed by, for example, GPS synchronization that adjusts its own clock to the GPS time, air synchronization that adjusts its own clock to a transmission signal from another roadside communication device 2, or the like.

[Roadside communication device]
FIG. 3 is a block diagram showing the internal configuration of the roadside communication device 2 and the in-vehicle communication device 3.
The roadside communication device 2 includes a wireless communication unit (transmission / reception unit) 21 having antennas 20a and 20b for wireless communication, a wired communication unit 22 that performs bidirectional communication with the central device 4, and a processor (CPU) that performs communication control thereof. A central processing unit) and a storage unit 24 connected to the control unit 23, such as a ROM or a RAM.

The storage unit 24 stores a computer program for communication control executed by the control unit 23, communication device IDs of the communication devices 2 and 3, and the like.
The wireless communication unit 21 includes two antennas 20a and 20b having directivity along the road direction of the intersection Ji, and a selection for selecting any one of the two antennas 20a and 20b as a reception antenna. The reception method is adopted. The specific configuration (FIG. 6) of the wireless communication unit 21 that employs the selective reception method will be described later.

The control unit 23 has a communication control function that comprehensively controls data transmitted and received by the wireless communication unit 21 and the wired communication unit 22.
Specifically, the control unit 23 temporarily stores the vehicle information S3 received by the wireless communication unit 21 from the in-vehicle communication device 3 in the storage unit 24 and transfers the vehicle information S3 to the central device 4 through the wired communication unit 22. In addition, the control unit 23 temporarily stores the traffic information S2 and the like received by the wired communication unit 22 from the central device 4 in the storage unit 24 and broadcasts it from the wireless communication unit 21.

Further, the control unit 23 broadcasts the time slot allocation information S5 stored in the storage unit 24 via the wireless communication unit 21. This allocation information S5 is information for notifying the in-vehicle communication device 3 of the transmission time of the roadside communication device 2 (first slot T1 in FIG. 4).
The in-vehicle communication device 3 of the vehicle 5 that has acquired the allocation information S5 from the roadside communication device 2 receives the carrier in a time zone (second slot T2 in FIG. 4) in which the roadside communication device 2 that transmitted the allocation information S5 does not transmit. Wireless transmission by sense method.

[Time slot allocation information]
FIG. 4 is a conceptual diagram showing an example of a time slot included in the allocation information S5.
As shown in FIG. 4, the time slot includes a first slot T1 and a second slot T2, and these slots T1 and T2 are a predetermined number of times within a predetermined length C (for example, 100 milliseconds). It is supposed to repeat.
The first slot T1 is a time slot for the roadside communication device 2, and wireless transmission by the roadside communication device 2 is permitted in this time zone. A slot number i is assigned to the first slot T1, and the slot number i is periodically incremented or decremented.

The second slot T2 is a time slot for the in-vehicle communication device 3. Since this time zone is opened for wireless transmission by the in-vehicle communication device 3, the roadside communication device 2 does not perform wireless transmission in the second slot T2.
In the time slot shown in FIG. 4, the dots ● marked in the first slot T1 of each slot number i = 1 to 3 indicate that the transmission times of the plurality of roadside communication devices 2 are assigned to the first slot T1. Show.

  That is, in the example shown in FIG. 4, the transmission times of the two roadside communication devices 2 at the intersections J1 and J5 (see FIG. 1) are allocated to the first slot T1 of the slot number (1), and the slot number (2 ) Is assigned to the transmission times of the three roadside communication devices 2 at the intersections J2, J6 and J8, and the first slot T1 of the slot number (3) is assigned to one roadside at the intersection J3. The transmission time of the communication device 2 is assigned.

Thus, the transmission time of each roadside communication device 2 is not assigned to the first slot T1 in a one-to-one correspondence, but for the roadside communication devices 2 installed at the intersection Ji where no radio wave interference occurs. The same slot number i can be assigned in duplicate.
Such slot allocation can be performed collectively by the central device 4, or each roadside communication device 2 can autonomously perform using the installation position and slot information acquired from other devices.
In addition, one parent device is selected in advance from a plurality of roadside communication devices 2, 2..., And this parent device has a transmission timing at which radio interference does not occur between the child devices that are the other roadside communication devices 2. As can be seen, slot allocation can also be performed.

[In-vehicle communication device]
Returning to FIG. 3, the in-vehicle communication device 3 includes a communication unit (transmission / reception unit) 31 having an antenna 30 for wireless communication, a control unit 32 including a processor that performs communication control on the communication unit 31, and the control unit. And a storage unit 33 including a storage device such as a ROM or a RAM connected to the storage unit 32.
The storage unit 33 stores a computer program for communication control executed by the control unit 32, communication device IDs of the communication devices 2 and 3, and the like.

The control unit 32 of the in-vehicle communication device 3 causes the communication unit 31 to perform wireless communication by a carrier sense method for inter-vehicle communication, and a communication control function in a time division multiplexing method with the roadside communication device 2. Does not have.
Accordingly, the communication unit 31 of the in-vehicle communication device 3 always senses the reception level of a predetermined carrier frequency, and when the value is equal to or greater than a certain threshold, wireless transmission is not performed, and when the value is less than the threshold Only intended to perform wireless transmission.

In addition, the control part 32 of the vehicle-mounted communication apparatus 3 carries out the radio transmission of the vehicle information S3 including the present position, direction, speed, etc. of the vehicle 5 (vehicle-mounted communication apparatus 3) via the communication part 31 by radio. Yes.
In addition, the control unit 32 of the in-vehicle communication device 3 has the position, speed, and direction included in the vehicle information S3 received directly from the other vehicle 5 or the vehicle information S3 of the other vehicle 5 received from the roadside communication device 2. Based on this, it is possible to perform safe driving support control for avoiding a right-handed collision or a head-on collision.

FIG. 5 is a diagram illustrating an example of a frame format of a transmission signal of the in-vehicle communication device 3.
As shown in FIG. 5, the transmission signal of the in-vehicle communication device 3 includes a preamble, a header, data, and a CRC (Cyclic Redundancy Check).
Among these, the data includes the position, direction (traveling direction), and speed of the vehicle 5, but can also include a reception level when a transmission signal from the roadside communication device 2 is received.
The position and direction of the vehicle 5 are usually information autonomously measured by sensors on the vehicle 5 side such as GPS, but may be acquired from the infrastructure side such as an optical beacon. The speed is information based on a speed sensor of the vehicle 5.

[Wireless communication unit of roadside communication device]
FIG. 6 is a block diagram illustrating a configuration example of the wireless communication unit 21.
As shown in FIG. 6, the radio communication unit 21 of the roadside communication device 2 generates reception data by receiving and processing the radio signals received by the two antennas 20a and 20b and one of the antennas 20a and 20b. A receiving unit 40 and a transmitting unit 41 that converts received data from the control unit 23 into a radio signal and transmits the radio signal are provided.

The wireless communication unit 21 includes a changeover switch 42 and a circulator 43 between the antennas 20 a and 20 b and the transmission and reception units 40 and 41.
Among these switches, the changeover switch 42 is a three-port switch having an a contact, a b contact, and a c contact, and the antennas 20a and 20b are connected to the a contact and the b contact, respectively. The c contact is connected to one port of the circulator 43 at the subsequent stage. The circulator 43 has three ports, and the c contact of the changeover switch 42, the receiving unit 40, and the transmitting unit 41 are connected to each port.

FIG. 7 is a road plan view showing the relationship between the antennas 20a, 20b of the roadside communication device 2 and the reception areas Ar1, Ar2.
As shown in FIG. 7, the two antennas 20 a and 20 b of the roadside communication device 2 are installed in the vicinity of the intersection J. Each of the antennas 20a and 20b is a directional antenna having high sensitivity in a predetermined direction. In the present embodiment, the antennas 20a and 20b are installed so as to be directed in the extending direction of the inflow paths L1 to L4 flowing into the intersection J.

That is, of the two antennas 20a and 20b, the first antenna 20a has directivity showing strong sensitivity in the extending direction of the east-west inflow paths L1 and L2, and the second antenna 20b is the north-south inflow path. It has directivity showing strong sensitivity in the extending direction of L3 and L4.
Accordingly, the first reception area Ar1 corresponding to the first antenna 20a has a substantially elliptical shape that is long in the east-west direction around the intersection J, and the second reception area Ar2 corresponding to the second antenna 20b is located at the intersection J. It has an almost elliptical shape that is long in the north-south direction.

  Note that the transmission areas of the antennas 20a and 20b (areas where the transmission radio waves reach) change in size according to the strength of the transmission power, and thus are not necessarily congruent with the reception areas Ar1 and Ar2 of the antennas 20a and 20b. However, it has a substantially oval shape similar to the reception areas Ar1 and Ar2.

Returning to FIG. 6, the changeover switch 42 performs the switching operation of the contacts a and b in accordance with the control signal S generated by the control unit 23. That is, when selecting the first antenna 20a as the transmission / reception antenna, the control unit 23 outputs the control signal S for switching to the contact point a to the changeover switch 42, and when selecting the second antenna 20b as the transmission / reception antenna, A control signal S for switching to the contact b is output to the changeover switch 42.
Therefore, the control unit 23 has a function as a selection unit that selects any one of the two antennas 20a and 20b as a transmission / reception antenna.

The receiving unit (demodulating unit) 40 amplifies the radio signal received by the selected antennas 20a and 20b, performs predetermined demodulation processing such as OFDM demodulation, and performs processing such as A / D conversion on the demodulated signal. The received data is extracted from the radio signal, and the received data is input to the control unit 23.
Further, the transmission unit (modulation unit) 41 performs predetermined modulation processing such as OFDM modulation on transmission data transmitted from the control unit 23, D / A converts and amplifies the modulation signal to generate a radio signal, The radio signal is transmitted to the antennas 20a and 20b at a transmission timing designated by the control unit 23.

[Selection timing of antenna]
As illustrated in FIG. 6, the storage unit 24 of the roadside communication device 2 stores a time table T in which reception times allocated in a time division manner according to the conditions of the inflow channels L1 to L4 are recorded.
The time table T includes first and second antennas 20a and 20b included in the roadside communication device 2, and includes a reference table in which times (reception times) for using the antennas 20a and 20b are defined in advance.

The control unit 23 reads the time table T from the storage unit 24, and determines the timing for selecting one of the two antennas 20a and 20b according to the usage time defined in the table T.
For example, in the example of FIG. 6, the usage time of the first antenna 20a is defined as 8 seconds, and the usage time of the second antenna 20b is defined as 2 seconds. Therefore, in the control period of 10 seconds, the control unit 23 generates a control signal S for selecting the contact a of the switch 42 for 8 seconds, and generates a control signal S for selecting the contact b of the switch 42 for 2 seconds.

[How to set the antenna usage time]
Here, as shown in FIG. 7, among the inflow paths L1 to L4 flowing into a certain intersection J, the inflow paths L1 and L2 in the east-west direction are relatively “traffic roads” (hereinafter referred to as “first inflow”). It is also assumed that the inflow paths L3 and L4 in the north-south direction are “main roads” (hereinafter also referred to as “second inflow paths”) with relatively high traffic volume.

In addition, since the first inflow paths L1 and L2 are secondary roads, no vehicle detector (roadside sensor 6) is installed, and the second inflow paths L3 and L4 are main roads. It is assumed that a type of vehicle detector (roadside sensor 6) is installed.
In this case, since there is no sensing information S4 for the first inflow paths L1 and L2, traffic information cannot be estimated, and it is highly necessary to acquire the vehicle information S3 from the in-vehicle communication device 3. For L4, the sensing information S4 can be obtained, so that traffic information can be estimated, and the necessity of acquiring the vehicle information S3 from the in-vehicle communication device 3 is lower than that of the first inflow paths L1 and L2.

Therefore, in the case of the intersection J shown in FIG. 7, the usage time of the first antenna 20a corresponding to the first inflow paths L1 and L2 where the vehicle detector is not installed is indicated as the second time when the vehicle detector is already installed. The usage time of the second antenna 20b corresponding to the inflow paths L3 and L4 is set longer.
Therefore, in the present embodiment, in the time table T shown in FIG. 6 described above, the usage time of the first antenna 20a is set to “8 seconds”, and the usage time of the second antenna 20b is set to “2 seconds”. ing.

Note that the use times of the antennas 20a and 20b defined in the time table T may be manually set in advance in the storage unit 24 by the operator when the roadside communication device 2 is installed at the intersection J.
However, the central device 4 notifies the roadside communication device 2 of the usage time of the antennas 20a and 20b, and the control unit 23 of the roadside communication device 2 creates the time table T based on the notified usage time. Good. Further, only the installation state of the vehicle detector is notified from the central device 4, and based on the notified installation state, the control unit 23 of the roadside communication device 2 identifies the usage time of the antennas 20a and 20b by itself, A time table T may be created.

[Effect of roadside communication equipment]
As described above, according to the roadside communication device 2 of the present embodiment, the storage unit 24 is allocated in a time division manner according to the installation status of the vehicle detectors (roadside sensors 6) in the inflow paths L1 to L4 flowing into the intersection J. The time table T defining the usage time of the antennas 20a and 20b is stored, and the control unit 23 corresponds to the directions of the inflow paths L1 to L4 based on the usage time recorded in the time table T. The timing for selecting any one of the antennas 20a and 20b having directivity as a receiving antenna is determined.

Therefore, for example, as shown in FIGS. 6 and 7, the use time of the first antenna 20a corresponding to the first inflow paths L1 and L2 having high utility (value) of the vehicle information S3 from the in-vehicle communication device 3 is lengthened. It is possible to set a longer use time of the second antenna 20b corresponding to the second inflow paths L3 and L4 where the usefulness of the vehicle information S3 from the in-vehicle communication device 3 is low.
For this reason, compared with the case where the usage time of the antennas 20a and 20b is simply allocated equally, the antennas 20a and 20b can be selected at an appropriate timing according to the actual situation, and the vehicle 5 traveling on the inflow paths L1 to L4. Information collection from the in-vehicle communication device 3 can be performed more efficiently.

[Variations in vehicle detector installation status]
In the example of FIG. 7, the vehicle detector is not installed in the first inflow channels L1 and L2, and the vehicle sensor is installed in the second inflow channels L3 and L4. However, the antennas 20a and 20b There are various variations other than the example of FIG. 7 as the installation state of the vehicle detectors in the first and second inflow paths L1 to L4 that give a difference in use time.

For example, at an actual intersection J, an “ultrasonic vehicle detector” that detects the presence of the vehicle 5 is installed in any of the first inflow paths L1 and L2 and the second inflow paths L3 and L4. The installation interval may vary depending on the size of the road.
As an example, in the first inflow paths L1 and L2, ultrasonic vehicle sensors are installed at intervals of 250 m from the stop line of the intersection J in order to estimate the congestion length and travel time. In L3 and L4, it is assumed that the same sensor is installed at positions 150 m, 300 m and 500 m in order to estimate the traffic information more accurately.

In this case, the reception time of the first antenna 20a corresponding to the first inflow paths L1 and L2 having a larger installation interval is set as the second antenna corresponding to the second inflow paths L3 and L4 having a smaller installation interval. What is necessary is just to set longer than the reception time of 20b.
Thereby, more vehicle information S3 can be acquired from the in-vehicle communication device 3 of the vehicle 5 traveling on the first inflow paths L1 and L2, which is an installation situation where the estimation accuracy of traffic information is lower, and the first inflow path L1 , L2 can improve the accuracy of traffic information estimation.

In addition, vehicle detectors are installed in both the first inflow channels L1 and L2 and the second inflow channels L3 and L4. However, since the types of installed vehicle sensors are different, each of the inflow channels L1 to L1. The type of information obtained from L4 may be different.
As an example, “ultrasonic vehicle detectors” are installed in the first inflow channels L1 and L2, but “image type vehicle sensors” are installed in the second inflow channels L3 and L4. .

Here, since the ultrasonic vehicle detector detects the presence of the vehicle 5 from the acquired ultrasonic pulse signal, it is necessary to calculate the traffic jam length and travel time using a predetermined estimation formula.
On the other hand, the image-type vehicle sensor can identify the presence and speed of the vehicle 5 by processing an image captured by a television camera. Therefore, an ultrasonic vehicle is used on a route provided with the image-type vehicle sensor. Traffic information such as traffic jam length and travel time can be estimated more accurately than routes with sensors.

Therefore, in this case, the reception time of the first antenna 20a corresponding to the first inflow paths L1 and L2 in which the ultrasonic vehicle detectors with few types of information to be obtained are installed has many types of information to be obtained. What is necessary is just to set longer than the reception time of the 2nd antenna 20b corresponding to 2nd inflow path L3, L4 in which the image type vehicle sensor is installed.
Thereby, more vehicle information S3 can be acquired from the in-vehicle communication device 3 of the vehicle 5 traveling on the first inflow path L1, L2 which is an installation situation where the estimation accuracy of traffic information is lower, and the first inflow path L1, The estimation accuracy of traffic information in L2 can be increased.

Further, vehicle detectors are installed in both the first inflow channels L1 and L2 and the second inflow channels L3 and L4. Depending on the presence or absence of the communication function of the installed vehicle sensor, each of the inflow channels L1 to L1. The amount of information obtained from L4 may be different.
As an example, “ultrasonic vehicle detectors” that cannot perform road-to-vehicle communication are installed in the first inflow paths L1 and L2, but “optical” that enables road-to-vehicle communication in the second inflow paths L3 and L4. It is assumed that a “type vehicle detector” (light beacon) is installed.

Here, as described above, the ultrasonic vehicle detector only detects the presence of the vehicle 5 from the acquired ultrasonic pulse signal, but the optical vehicle detector (optical beacon) supports optical communication. Probe information including a travel history of the vehicle 5 can also be acquired from uplink information from the in-vehicle device.
For this reason, traffic information such as traffic jam length and travel time can be estimated more accurately on a route provided with an optical beacon than on a route provided with an ultrasonic vehicle detector.

Accordingly, also in this case, the reception time of the first antenna 20a corresponding to the first inflow paths L1 and L2 in which the ultrasonic vehicle sensor is installed is set as the second inflow paths L3 and L4 in which the optical beacons are installed. May be set longer than the reception time of the second antenna 20b corresponding to.
Thereby, more vehicle information S3 can be acquired from the in-vehicle communication device 3 of the vehicle 5 traveling on the first inflow path L1, L2 which is an installation situation where the estimation accuracy of traffic information is lower, and the first inflow path L1, The estimation accuracy of traffic information in L2 can be increased.

  As described above, the first inflow paths L1 and L2 in which the traffic information estimation accuracy is lower and the “first installation status” are lower, and the traffic information estimation accuracy is higher in the “second installation status”. In the case of an intersection J including two inflow paths L3 and L4, the reception time of the first antenna 20a corresponding to the first inflow paths L1 and L2 is set to be equal to that of the first antenna 20b corresponding to the second inflow paths L3 and L4. It may be set longer than the reception time.

[First Modification]
FIG. 8 is a block diagram illustrating another configuration example of the wireless communication unit 21.
The difference between the wireless communication unit (FIG. 6) according to the above-described embodiment and the wireless communication unit 21 according to the modification of FIG. 8 is that the antennas 20a and 20b are used for both transmission and reception by the circulator 43 in the former. In the latter case, the two antennas 20a and 20b are dedicated to reception by providing the transmission unit 41 with a non-directional antenna 20t dedicated to transmission.

FIG. 9 is a road plan view showing the relationship between the antennas 20a, 20b, 20t of the roadside communication device 2, the reception areas Ar1, Ar2, and the transmission area At.
As shown in FIG. 9, in this modification, the transmission-only antenna 20t is an omni-directional antenna, and therefore the transmission area At, which is a range where radio waves from the antenna 20t reach, is substantially circular with the intersection J as the center. It has become.

[Second Modification]
In the above-described embodiment, the reception times of the two antennas 20a and 20b are set according to the “installation status of the vehicle detector” in each of the inflow channels L1 to L4. The reception times of the antennas 20a and 20b may be allocated in a time-sharing manner according to the “congestion situation” in L1 to L4.

Examples of the index indicating the congestion state include the degree of congestion (value obtained by dividing the traffic volume by the traffic capacity), the congestion length, the average speed, or the travel time in the inflow paths L1 to L4.
Since these indexes are calculated by the central device 4 every predetermined time, the central device 4 notifies the roadside communication device 2 of an index indicating the congestion status, and controls the roadside communication device 2 using the notified index. The time table T may be updated by the unit 23 obtaining the reception times of the antennas 20a and 20b.

For example, taking the degree of congestion as an example, if the degree of congestion of the first inflow paths L1 and L2 is higher than the degree of congestion of the second inflow paths L3 and L4, at a predetermined rate according to the difference in the degree of congestion. The reception time of the first antenna 20a corresponding to the first inflow paths L1 and L2 is set longer than the reception time of the second antenna 20b corresponding to the second inflow paths L3 and L4, and the set reception time is stored. The data is recorded in the time table T of the unit 24 and the table T is updated.
Thereafter, the control unit 23 controls the switching timing for the changeover switch 42 according to the updated reception time of the table T.

According to the second modification, the control unit 23 of the roadside communication device 2 sets the reception time of the first antenna 20a corresponding to the congested first inflow paths L1 and L2 to the second inflow path that is not congested. Since it is set longer than the reception time of the second antenna 20b corresponding to L3 and L4, more vehicle information S3 from the in-vehicle communication device 3 in the first inflow paths L1 and L2 that are actually congested is acquired. And the degree of congestion in the first inflow channels L1 and L2 can be accurately estimated.
In the second modification, the index indicating the congestion status of the inflow channels L1 to L4 is not necessarily limited to the current estimated value, but may be a predicted value in the near future.

[Third Modification]
In the above-described embodiment, of the two antennas 20a and 20b having different directing directions, one antenna 20a corresponds to the inflow paths L1 and L2 in the east-west direction, and the other antenna 20b is inflow paths L3 and L4 in the north-south direction. However, the same number of inflow paths L1 to L4 (four in the case of a crossroad intersection) flowing into the intersection J are provided, and these antennas correspond to the inflow paths L1 to L4 on a one-to-one basis. You may decide to make it.

In this case, however, it is necessary to individually set the reception times of three or more antennas.
Further, the intersection J where the roadside communication device 2 is installed is not necessarily a crossroad intersection, and may be a T-shaped road having three inflow paths, a three-way road, or an intersection of five or more roads. .

[Fourth Modification]
FIG. 10 is a circuit diagram of a switch portion showing another configuration example of the wireless communication unit 21.
In the wireless communication unit 21 according to this modification, the changeover switch 42 is connected to both the antennas 20a and 20b in addition to the contacts a and b that are connected to either one of the antennas 20a and 20b. The control unit 23 can generate a control signal S that selects not only the contacts a and b but also the contact d.

For this reason, the control unit 23 selects one of the antennas 20a and 20b based on a pre-assigned reception time (see the time table T in FIGS. 6 and 8) (hereinafter referred to as “selective reception mode”). In addition, the “all selection mode” in which both antennas 20a and 20b are selected as receiving antennas can be executed.
The changeover switch 42 shown in FIG. 10 can be employed in any of the wireless communication units 21 shown in FIGS.

And control part 23 of this embodiment is the above-mentioned in the time zone when the traffic volume (for example, the number of vehicles per unit time) in each inflow way L1-L4 which flows into intersection J is a quiet state below a predetermined value. The full selection mode is executed, and the selective reception mode is executed at other times.
The reason is that when a plurality of vehicles 5 pass through the inflow paths L1 to L4 and the in-vehicle communication devices 3 exist in the inflow paths L1 to L4, radio signals from the in-vehicle communication devices correspond. However, if the inflow channels L1 to L4 are in a quiet state, there is a low possibility that such interference will occur.

  For this reason, according to the roadside communication device 2 according to this modified example, the all-selection mode capable of substantially receiving radio signals from the in-vehicle communication devices 3 existing in the inflow channels L1 to L4 in a state where the possibility of interference is low. Compared with the case where only the selective reception mode in which the antennas 20a and 20b are selected according to the reception time allocated in time division (see the time table T in FIG. 6 and FIG. 8) is performed, the roadside communication is performed in a quiet time. The amount of information per unit time acquired by the machine 2 can be increased.

The “traffic volume” as a criterion for determining whether or not to execute the all selection mode may be acquired from the central device 4 via the wired communication unit 22 or provided in each of the inflow paths L1 to L4. The control unit 23 itself may calculate based on the sensing information S4 from the roadside sensor 6 (vehicle sensor).
Further, the control unit 23 may determine whether or not to execute the all reception mode based on the current traffic volume, or based on the predicted traffic volume expected in the near future (for example, acquired from the central device 4). Thus, it may be determined whether or not the all reception mode can be executed.

  In addition, the control unit 23 not only determines whether or not the all reception mode can be executed based on the calculated current traffic volume or predicted traffic volume, but also, for example, in the time zone when the traffic volume is low such as midnight or early morning. Whether or not to execute the all-selection mode depends on whether or not the traffic volume of the inflow paths L1 to L4 is clearly reduced, such as executing the selection mode and executing the selective reception mode at other times. May be determined.

[Other variations]
The embodiments disclosed herein are illustrative of the present invention and are not limiting. The scope of right of the present invention is shown not by the above-described embodiment but by the scope of claims for patent, and includes all modifications within the scope equivalent to the scope of claims and their configurations.

For example, in the above-described embodiment, it is assumed that road-to-road communication is performed wirelessly. However, in order to secure a sufficient wireless communication band between the roadside communication device 2 and the in-vehicle communication device 3, communication between roads is performed. May not be assigned a wireless communication band.
Therefore, when the roadside communication devices 2 can communicate with each other by the wired communication unit 22, the allocation information S5 and the position information between them may be exchanged by wired communication.

Furthermore, in the intelligent transportation system of the above-described embodiment, the in-vehicle communication device 3 is usually used as a mobile communication terminal for a pedestrian (for example, a mobile phone, a smartphone, a portable navigation device, etc.) Those that are temporarily mounted on the vehicle 5 and communicate with the roadside communication device 2 are also included.
That is, the “in-vehicle” of the in-vehicle communication device 3 in the present specification includes not only those that are fixedly mounted on the vehicle 5 but also cases that are temporarily mounted when the vehicle 5 is in operation.

Further, in the above-described embodiment, the integrated roadside communication device 2 in which the wireless communication unit 21, the wired communication unit 22, the control unit 23, and the storage unit 24 are housed in one housing is assumed. The control unit 23 having the above function may be provided in an “information relay device” in a separate casing that is communicably connected to the wired communication unit 22.
That is, in the “roadside communication device” according to the present invention, each component does not necessarily have to be housed in one housing, and the communication units 21 and 22 and the control unit 23 are configured in separate housings. In a broad sense including

DESCRIPTION OF SYMBOLS 1 Traffic signal device 2 Roadside communication device 3 Car-mounted communication device 4 Central apparatus 5 Vehicle 6 Roadside sensor (vehicle detector)
20a antenna 20b antenna 21 wireless communication unit 22 wired communication unit 23 control unit (selection unit)
24 storage unit 40 reception unit (demodulation unit)
41 Transmitter 42 Changeover switch 43 Circulator J Intersections L1, L2 First inflow path (east-west direction)
L3, L4 Second inflow channel (north-south direction)

Claims (13)

A roadside communication device that receives a radio signal transmitted by an in-vehicle communication device,
A plurality of antennas having directivity corresponding to the direction of the inflow path flowing into the intersection;
A selection unit capable of selecting any one of the plurality of antennas as a reception antenna;
A demodulator that demodulates the radio signal received by the receiving antenna and extracts received data;
A storage unit that stores the reception time allocated in a time-sharing manner according to the state of the inflow channel,
The said selection part determines the timing which selects the said antenna based on the stored said reception time, The roadside communication apparatus characterized by the above-mentioned.   The roadside communication device according to claim 1, wherein the stored reception time is assigned in a time-sharing manner according to the installation state of the vehicle detector in the inflow passage. The plurality of inflow passages include a first inflow passage in which the installation state is a first installation state in the next (x), and a second inflow passage in which the installation state is a second installation state in the next (y). Including
The roadside communication device according to claim 2, wherein the reception time corresponding to the first inflow path is set longer than the reception time corresponding to the second inflow path.
(X) The first installation situation where the estimation accuracy of traffic information is lower than the second installation situation (y) The second installation situation where the estimation accuracy of traffic information is higher than the first installation situation The roadside communication device according to claim 3, wherein the first installation status is the following status (a) and the second installation status is the following status (b).
(A) Situation where vehicle detector is not installed (b) Situation where vehicle detector is already installed 4. The roadside communication device according to claim 3, wherein the first installation status is the following status (c), and the second installation status is the following status (d).
(C) Situation where the installation interval of the specific type of vehicle detector is larger (d) Situation where the installation interval of the same type of vehicle detector is the same 4. The roadside communication device according to claim 3, wherein the first installation state is a next state (e) and the second installation state is a next state (f). 5.
(E) Situation where vehicle detectors with fewer types of information obtained are installed (f) Situation where vehicle detectors with more types of information obtained are installed 4. The roadside communication device according to claim 3, wherein the first installation state is a next state (g) and the second installation state is a next state (h). 5.
(G) Situation in which vehicle detectors capable of road-to-vehicle communication are installed (h) Situation in which vehicle detectors capable of road-to-vehicle communication are installed   The roadside communication device according to claim 1, wherein the stored reception time is assigned in a time-sharing manner according to a congestion situation in the inflow channel. The plurality of inflow paths include a first inflow path that is congested or expected to be congested and a second inflow path that is not congested or expected to be congested, and
The roadside communication device according to claim 8, wherein the reception time corresponding to the first inflow path is set longer than the reception time corresponding to the second inflow path.   The said selection part can perform all the selection modes which select all the said antennas as said receiving antenna according to the traffic volume of the said inflow path which flows in into the said intersection. The roadside communication device described. An in-vehicle communication device that performs vehicle-to-vehicle communication by CSMA wirelessly;
The roadside communication device according to any one of claims 1 to 10, which receives the wireless signal transmitted by the in-vehicle communication device,
A wireless communication system comprising: A method in which a roadside communication device receives a radio signal transmitted by an in-vehicle communication device,
Based on the reception time allocated in time division according to the situation of the inflow path flowing into the intersection, any one of a plurality of antennas having directivity corresponding to the direction of the inflow path is set as a reception antenna. Determining the timing to select;
Demodulating the radio signal received by the receiving antenna to extract received data;
A method for receiving a radio signal, comprising: A computer program for causing a computer to function as a selection unit that selects any one of a plurality of antennas having directivity corresponding to the direction of an inflow path flowing into an intersection as a reception antenna,
Reading from the storage unit the reception time allocated in a time-sharing manner according to the situation of the inflow path;
Determining a timing for selecting the antenna based on the read reception time;
A computer program comprising:

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