JP2017107287A - Pedestrian terminal device, on-vehicle terminal device, pedestrian-to-vehicle communication system, and pedestrian-to-vehicle communication method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure the safety of a pedestrian having a high possibility of doing risky actions and allow the frequency of transmission times of a pedestrian terminal device to be reduced.SOLUTION: A pedestrian terminal device comprises: a positioning unit 11 for obtaining positional information on the device; a communication unit 12 for performing pedestrian-to-vehicle communication; an information storage unit 15 for storing person attribute information on a person attribute of a pedestrian carrying around the device; and a control unit 14. The communication unit transmits the person attribute information to an on-vehicle terminal device and receives dangerous area determination information transmitted by the on-vehicle terminal device. The control unit sets the range of a dangerous area on the basis of the dangerous area determination information, and determines whether the pedestrian carrying around the device has entered the dangerous area or not on the basis of the positional information on the device. The communication unit stops transmitting pedestrian information if the control unit does not determine that the pedestrian has entered the dangerous area.SELECTED DRAWING: Figure 4

Description

  The present invention is a pedestrian terminal device that is carried by a pedestrian and transmits / receives pedestrian information and vehicle information to / from an in-vehicle terminal device through inter-walk communication, and is installed in a vehicle, and walks pedestrian information and vehicle information. On-vehicle terminal device that transmits and receives between pedestrian terminal devices by inter-vehicle communication, pedestrian communication system and inter-vehicle communication that transmits and receives pedestrian information and vehicle information between pedestrian terminal devices and on-vehicle terminal devices by inter-walk communication It is about the method.

  In recent years, studies for practical application and spread of a safe driving assistance wireless system using ITS (Intelligent Transport System) have been underway. In this safe driving support radio system, vehicle-to-vehicle communication that communicates between in-vehicle terminal devices mounted on a vehicle, or road-to-vehicle communication that communicates between a roadside device installed on a road and an in-vehicle terminal device, Vehicle position information is communicated to alert the vehicle driver to avoid accidents.

  In recent years, in order to prevent a pedestrian accident, inter-pedal communication has been proposed in which communication is performed between a pedestrian terminal device carried by a pedestrian and an in-vehicle terminal device. In this pedestrian-to-vehicle communication, the pedestrian terminal device and the vehicle-mounted terminal device can communicate with each other directly, so that both pedestrians and vehicle drivers can be alerted at appropriate timing. A great effect is expected to prevent accidents.

  In such inter-walk communication, in a situation where there are many pedestrians and vehicles as in a downtown area, the increase in pedestrian terminal devices and in-vehicle terminal devices will increase inter-pedal communication traffic, and inter-pedal communication Congestion may occur. For this reason, it is desired to reduce the traffic of communication between pedestrians by reducing the transmission frequency of the pedestrian terminal device and the in-vehicle terminal device. In particular, since the number of pedestrians is often larger than the number of vehicles, reducing the transmission frequency of the pedestrian terminal device is effective in reducing the traffic of inter-pedal communication.

  Further, in inter-vehicle communication, pedestrian information including pedestrian position information is transmitted from the pedestrian terminal device to the in-vehicle terminal device, and in the in-vehicle terminal device, there is a high possibility that the own vehicle will collide with the pedestrian. A risk determination relating to this is performed, and a warning is given to the driver of the vehicle according to the determination result of the risk determination. For this reason, when pedestrian information is transmitted from a large number of pedestrian terminal devices, an in-vehicle terminal device is frequently alerted, causing a problem that the driver of the vehicle feels bothered. Moreover, if there is much transmission frequency of a pedestrian terminal device, power consumption will increase and the problem that continuous use time will become short also arises. Therefore, it is desired to reduce the transmission frequency of the pedestrian terminal device.

  As a technique related to reducing the transmission frequency of the pedestrian terminal device in such inter-pedestrian communication, conventionally, the risk of the vehicle colliding with the pedestrian based on the position, moving speed, traveling direction, etc. of the pedestrian and the vehicle. The communication control is performed according to this risk level, and in particular, the pedestrian terminal device with a low risk level stops transmission of pedestrian information, and also considers personal attributes such as the age of the pedestrian. A technique for acquiring a pedestrian risk level is known (see Patent Document 1).

JP 2011-253403 A

  Now, in the said prior art, since transmission of pedestrian information is stopped based on a risk level, the opportunity to transmit pedestrian information from a pedestrian terminal device decreases, and the transmission frequency of a pedestrian terminal device is reduced to some extent. be able to. Also, because the pedestrian's risk level is acquired in consideration of the pedestrian's personal attributes, the transmission frequency of the pedestrian terminal device is reduced while ensuring the safety of the pedestrian who is likely to take a dangerous action. Can do.

  However, the conventional technology has a problem in that it is not possible to sufficiently reduce the traffic of the inter-vehicle communication from the viewpoint of reliably avoiding the congestion of the inter-vehicle communication. In addition, it is desirable to further reduce the transmission frequency of the pedestrian terminal device in terms of reducing the annoyance felt by the driver of the vehicle by frequent alerting and reducing the power consumption of the pedestrian terminal device. .

  The present invention has been devised to solve such problems of the prior art, and its main purpose is to ensure the safety of pedestrians who are likely to take dangerous actions, and to pedestrians. Reduces the frequency of transmission of terminal devices, avoids congestion of inter-pedestrian communication by reducing traffic of inter-pedestrian communication, saves power of pedestrian terminal devices, and annoying the driver's troublesome feelings frequently An object of the present invention is to provide a pedestrian terminal device, an in-vehicle terminal device, an inter-pedestrian communication system, and an inter-pedal communication method configured so as to be able to reduce the weight.

  The pedestrian terminal device of the present invention is a pedestrian terminal that is owned by a pedestrian and that transmits and receives pedestrian information and vehicle information including position information of the pedestrian and the vehicle to and from the in-vehicle terminal device by inter-step communication. A position information acquisition unit that acquires position information of the own device, a communication unit that performs inter-pedal communication, and an information storage unit that stores person attribute information related to a person attribute of a pedestrian who owns the device A control unit, wherein the communication unit transmits the person attribute information to the in-vehicle terminal device, and expands a danger area range for each pedestrian based on the person attribute information in the in-vehicle terminal device. The control unit receives risk area determination information that is a result of determining whether or not the risk area is determined. The control unit sets a risk area range based on the risk area determination information, and determines the self-area based on the position information of the own device. apparatus It is determined whether a pedestrian possessed has entered the dangerous area, and the communication unit transmits the pedestrian information when the control unit determines that the pedestrian has not entered the dangerous area. It is configured to stop.

  Moreover, the vehicle-mounted terminal device of the present invention is mounted on a vehicle and transmits / receives pedestrian information and vehicle information including position information of the pedestrian and the vehicle to / from the pedestrian terminal device by inter-step communication. A device that includes a position information acquisition unit that acquires position information of the device itself, a communication unit that performs inter-pedal communication, and a control unit, wherein the communication unit is transmitted from the pedestrian terminal device Receiving the person attribute information related to the person attribute of the pedestrian possessing the pedestrian terminal device, and whether the control unit expands the range of the danger area for each pedestrian based on the person attribute information The communication unit is configured to transmit dangerous area determination information, which is a determination result regarding the range of the dangerous area, to the pedestrian terminal device.

  Moreover, the inter-pedestrian communication system of the present invention includes an in-vehicle terminal device mounted on a vehicle and a pedestrian terminal device possessed by a pedestrian, and includes pedestrian information and vehicle position information, respectively. An inter-pedestrian communication system that transmits and receives information between the pedestrian terminal device and the in-vehicle terminal device by inter-pedestrian communication, wherein the pedestrian terminal device acquires position information of the own device. A communication unit that performs inter-pedal communication, an information storage unit that stores person attribute information related to a person attribute of a pedestrian who owns the device, and a control unit, wherein the communication unit includes the in-vehicle terminal device The person attribute information is transmitted to the vehicle terminal device, and the in-vehicle terminal device receives the dangerous area determination information that is a result of determining whether or not to expand the range of the dangerous area for each pedestrian based on the person attribute information. The control unit sets a dangerous area range based on the dangerous area determination information, and whether or not a pedestrian carrying the own apparatus has entered the dangerous area based on the position information of the own apparatus. The communication unit stops transmission of the pedestrian information when the control unit determines that the vehicle has not entered the dangerous area, and the in-vehicle terminal device detects the position information of the own device. A position information acquisition unit that acquires a communication, a communication unit that performs inter-pedal communication, and a control unit, wherein the communication unit is transmitted from the pedestrian terminal device, and is walking that possesses the pedestrian terminal device. Personal attribute information relating to a person's personal attribute is received, the control unit determines whether or not to expand the range of the dangerous area for each pedestrian based on the person attribute information, and the communication unit Judgment regarding area range The danger area determination information is a structure to be transmitted to the pedestrian terminal device.

  Further, the inter-pedestrian communication method of the present invention includes a pedestrian information and a vehicle including position information of the pedestrian and the vehicle, respectively, between the in-vehicle terminal device mounted on the vehicle and the pedestrian terminal device possessed by the pedestrian. An inter-pedestrian communication method for transmitting and receiving information by inter-pedal communication, wherein in the pedestrian terminal device, person attribute information related to a person attribute of a pedestrian carrying the own device is transmitted to the in-vehicle terminal device, and the in-vehicle terminal In the apparatus, based on the person attribute information, it is determined whether or not to expand the range of the dangerous area for each pedestrian, and the dangerous area determination information that is the determination result is transmitted to the pedestrian terminal device, In the pedestrian terminal device, a dangerous area range is set based on the dangerous area determination information, and a pedestrian who owns the own device is based on the position information of the own device. To determine whether the vehicle has entered, when it is determined not to enter the hazardous area, a configuration for stopping the transmission of the pedestrian information.

  According to the present invention, since the range of the dangerous area is set according to the person attribute of the pedestrian, it is possible to ensure the safety of the pedestrian who is likely to take a dangerous action. Moreover, since the danger area can be set narrow for a pedestrian who has a low possibility of taking a dangerous action, the transmission frequency of the pedestrian terminal device can be reduced.

Overall configuration diagram of an inter-vehicle communication system according to this embodiment Explanatory drawing which shows an example of danger area Explanatory drawing which shows an example of danger area The block diagram which shows schematic structure of the pedestrian terminal device 1 The block diagram which shows schematic structure of the vehicle-mounted terminal device 3 The flowchart which shows the procedure of the process performed with the pedestrian terminal device 1. Flow chart showing a procedure of processing performed in the in-vehicle terminal device 3

  A first invention made to solve the above-mentioned problems is that a pedestrian possesses pedestrian information and vehicle information including position information of a pedestrian and a vehicle, respectively, between the in-vehicle terminal device by inter-step communication. A position information acquisition unit that acquires position information of the own device, a communication unit that performs communication between the pedestrians, and person attribute information related to a person attribute of a pedestrian who owns the device. An information storage unit for storing, and a control unit, wherein the communication unit transmits the person attribute information to the in-vehicle terminal device, and the in-vehicle terminal device is dangerous for each pedestrian based on the person attribute information. Receiving dangerous area determination information that is a result of determining whether or not to expand the area range, the control unit sets a dangerous area range based on the dangerous area determination information, and the position of the device itself Affection Based on the above, it is determined whether or not a pedestrian carrying the device has entered the danger area, and the communication unit is determined by the control unit not to enter the danger area, The transmission of the pedestrian information is stopped.

  According to this, since the range of the dangerous area is set according to the person attribute of the pedestrian, it is possible to ensure the safety of the pedestrian who is likely to take a dangerous action. Moreover, since the danger area can be set narrow for a pedestrian who has a low possibility of taking a dangerous action, the transmission frequency of the pedestrian terminal device can be reduced.

  Moreover, 2nd invention sets the said control part as the structure which sets the person attribute of the said pedestrian based on the action log | history of the pedestrian who owns an own apparatus.

  According to this, the person attribute can be set with high accuracy. Further, it is possible to save the user from inputting the person attribute.

  The third invention is an in-vehicle terminal device that is mounted on a vehicle and transmits / receives pedestrian information and vehicle information including position information of the pedestrian and the vehicle to / from the pedestrian terminal device by inter-pedal communication. A position information acquisition unit that acquires position information of the own device, a communication unit that performs inter-pedal communication, and a control unit, wherein the communication unit is transmitted from the pedestrian terminal device, Receiving the person attribute information related to the person attribute of the pedestrian carrying the pedestrian terminal device, the control unit determines whether to expand the range of the danger area for each pedestrian based on the person attribute information And the said communication part is set as the structure which transmits the dangerous area determination information which is the determination result regarding the range of a dangerous area to the said pedestrian terminal device.

  According to this, similarly to the first invention, it is possible to secure the safety of a pedestrian who is likely to take a dangerous action and reduce the transmission frequency of the pedestrian terminal device. And since the determination regarding the range of the dangerous area for every pedestrian is collectively performed by the vehicle-mounted terminal device, the process redundancy in the entire system can be avoided.

  In addition, according to a fourth aspect of the present invention, the control unit determines whether or not a pedestrian to be determined is in a group action based on the position information of the pedestrian. It is determined that the dangerous area is not enlarged.

  According to this, when a pedestrian is in a group action, the possibility of the pedestrian taking a dangerous action is reduced, so that the safety of the pedestrian can be ensured without expanding the danger area. . And since a dangerous area is not expanded, the transmission frequency of a pedestrian terminal device can be reduced further. In addition, since the determination regarding the group action is collectively performed by the in-vehicle terminal device, it is not necessary to collect the pedestrian position information from the pedestrian terminal devices existing in the vicinity of each of the pedestrian terminal devices. It is possible to avoid redundant processing.

  In the fifth aspect, the control unit determines whether or not a pedestrian to be determined is in a dangerous state based on a person attribute of another pedestrian in the group. In some cases, the risk area is determined to be enlarged.

  According to this, the pedestrian to be judged is in a dangerous state, that is, the pedestrian to be judged cannot be watched sufficiently by another pedestrian in the group, and the pedestrian takes a dangerous action In a state where the possibility increases, the safety of the pedestrian can be ensured by expanding the danger area. In addition, since it is determined in a lump in the in-vehicle terminal device whether or not it is in a dangerous state, it is necessary to collect person attribute information of pedestrians from pedestrian terminal devices existing in the vicinity of each pedestrian terminal device Therefore, redundancy of processing in the entire system can be avoided.

  Moreover, 6th invention is equipped with the vehicle-mounted terminal device mounted in a vehicle, and the pedestrian terminal device which a pedestrian possesses, The pedestrian information and vehicle information which respectively contain the positional information on a pedestrian and a vehicle, An inter-pedestrian communication system that transmits and receives between the pedestrian terminal device and the in-vehicle terminal device by inter-pedestrian communication, wherein the pedestrian terminal device acquires position information of its own device, and A communication unit that performs inter-pedal communication, an information storage unit that stores person attribute information related to a person attribute of a pedestrian who owns the device, and a control unit, and the communication unit includes the person in the in-vehicle terminal device. Transmitting the attribute information, receiving the dangerous area determination information that is a result of determining whether or not to expand the range of the dangerous area for each pedestrian based on the person attribute information in the in-vehicle terminal device, and the control unit Is Based on the dangerous area determination information, a dangerous area range is set, and based on the position information of the own device, it is determined whether a pedestrian carrying the own device has entered the dangerous area, and the communication When the control unit determines that the vehicle has not entered the dangerous area, the unit stops transmitting the pedestrian information, and the in-vehicle terminal device acquires position information of the own device. A communication unit that performs communication between the pedestrians and the control unit, and a control unit, wherein the communication unit is transmitted from the pedestrian terminal device and relates to the person attribute of the pedestrian possessing the pedestrian terminal device Receiving attribute information, the control unit determines whether or not to expand the range of the dangerous area for each pedestrian based on the person attribute information, the communication unit is a determination result regarding the range of the dangerous area Danger Eli is The determination information configured to be transmitted to the pedestrian terminal device.

  According to this, similarly to the first invention, it is possible to secure the safety of a pedestrian who is likely to take a dangerous action and reduce the transmission frequency of the pedestrian terminal device.

  Moreover, 7th invention is the pedestrian information and vehicle information which respectively contain the pedestrian and the positional information on a vehicle between the vehicle-mounted terminal device mounted in a vehicle, and the pedestrian terminal device which a pedestrian possesses, In the inter-pedestrian communication method for transmitting and receiving by inter-pedal communication, in the pedestrian terminal device, the person attribute information related to the personal attribute of the pedestrian carrying the own device is transmitted to the in-vehicle terminal device, and in the in-vehicle terminal device, Based on the person attribute information, it is determined whether or not the range of the dangerous area is expanded for each pedestrian, and the dangerous area determination information that is the determination result is transmitted to the pedestrian terminal device, and the pedestrian In the terminal device, a dangerous area range is set based on the dangerous area determination information, and a pedestrian carrying the own device enters the dangerous area based on the position information of the own device. Determines whether, if it is determined not to enter the hazardous area, a configuration for stopping the transmission of the pedestrian information.

  According to this, similarly to the first invention, it is possible to secure the safety of a pedestrian who is likely to take a dangerous action and reduce the transmission frequency of the pedestrian terminal device.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is an overall configuration diagram of an inter-pedal communication system according to the present embodiment.

  This inter-pedestrian communication system includes a pedestrian terminal device 1 and a portable information terminal device 2 possessed by a pedestrian, and an in-vehicle terminal device 3 and a car navigation device 4 mounted on the vehicle.

  The pedestrian terminal device 1 includes a positioning function for acquiring position information of the own device and a communication function for performing inter-pedestrian communication with the in-vehicle terminal device 3, and the pedestrian acquired by these functions and Based on the position of the vehicle, the traveling direction, the moving speed, and the like, a risk determination is performed to determine whether or not the vehicle is likely to collide with a pedestrian carrying the device.

  The portable information terminal device 2 is a smartphone, a mobile phone, a tablet terminal, a wearable terminal, or the like. The pedestrian terminal device 1 and the portable information terminal device 2 are connected to each other. When the pedestrian terminal device 1 determines that the possibility of a collision is high, a warning is given to the pedestrian for avoiding an accident. The portable information terminal device 2 is caused to perform an output operation (for example, voice output or vibration). Note that the pedestrian terminal device 1 itself may perform a warning output operation.

  The in-vehicle terminal device 3 includes a positioning function for acquiring position information of the own device and a communication function for performing inter-pedestrian communication with the pedestrian terminal device 1, and the pedestrian acquired by these functions and Based on the position of the vehicle, the traveling direction, the moving speed, and the like, risk determination is performed to determine whether or not the vehicle on which the device is mounted is likely to collide with a pedestrian.

  The car navigation device 4 provides route guidance to the driver. The in-vehicle terminal device 3 and the car navigation device 4 are connected to each other, and when the in-vehicle terminal device 3 determines that the possibility of a collision is high, an output operation for alerting the driver to avoid an accident ( For example, the car navigation device 4 is made to perform voice output or screen display. The in-vehicle terminal device 3 itself may perform a warning output operation.

  Note that the in-vehicle terminal device 3 may be connected to the portable information terminal device 2 possessed by the driver and cause the portable information terminal device 2 to perform an output operation such as alerting the driver.

  The pedestrian terminal device 1 may be built in the portable information terminal device 2, and the in-vehicle terminal device 3 may be built in the car navigation device 4.

  In this inter-pedestrian communication system, information such as the position, traveling direction, and moving speed of pedestrians and vehicles necessary for risk determination is exchanged between the pedestrian terminal device 1 and the in-vehicle terminal device 3. This information exchange is performed by inter-pedal communication using a frequency band (for example, 700 MHz band or 5.8 GHz band) adopted in a safe driving support radio system using ITS (Intelligent Transport System). .

  In the present embodiment, information transmitted from the pedestrian terminal device 1 through inter-step communication is referred to as pedestrian information, and information transmitted from the in-vehicle terminal device 3 through inter-step communication is referred to as vehicle information. The pedestrian information includes identification information (terminal ID, MAC address, etc.) of the pedestrian terminal device 1 in addition to the position information of the pedestrian. The vehicle information includes identification information (terminal ID, MAC address, etc.) of the in-vehicle terminal device 3 in addition to the vehicle position information. In addition, the pedestrian information includes information on a pedestrian travel direction and a moving speed acquired by a sensor (not shown) provided in the pedestrian terminal device 1 or the portable information terminal device 2. The vehicle information includes information related to the traveling direction and moving speed of the vehicle acquired by a sensor (not shown) provided in the in-vehicle terminal device 3 or the car navigation device 4.

  Next, the danger area will be described. 2 and 3 are explanatory diagrams illustrating an example of a dangerous area.

  In this embodiment, when a dangerous area is set in advance at a place where there is a high possibility of an accident such as an intersection, and a pedestrian enters the dangerous area, the fact that the pedestrian exists in the dangerous area The in-vehicle terminal device 3 is notified. Specifically, in the pedestrian terminal device 1, when the pedestrian has not entered the dangerous area, the transmission of the pedestrian information is stopped, and when it is detected that the pedestrian has entered the dangerous area, the position of the pedestrian Pedestrian information including information is transmitted to the in-vehicle terminal device 3. And in the vehicle-mounted terminal device 3, if the pedestrian information transmitted from the pedestrian terminal device 1 is received, based on the pedestrian information, the risk determination regarding whether the own vehicle is highly likely to collide with the pedestrian. The vehicle driver is alerted according to the determination result of the risk determination.

  Here, an infant or a patient with dementia who has a jump-out habit is more likely to take a dangerous action than a normal person. For this reason, even if the possibility of taking such a dangerous action is a person, in order for the driver to perform the danger avoidance action with a sufficient margin, it is necessary to set a considerably wide danger area.

  However, when the danger area is set wide, the frequency of transmitting pedestrian information from the pedestrian terminal device 1 increases. As a result, traffic for inter-step communication increases, and congestion of inter-step communication may occur. In addition, the in-vehicle terminal device 3 is frequently alerted, causing a problem that the driver of the vehicle feels bothered. Moreover, the problem that the power consumption of the pedestrian terminal device 1 increases and a continuous use time becomes short also arises.

  In this way, if the dangerous area is uniformly set, it is possible to ensure both the safety of a pedestrian who is highly likely to take a dangerous action and to reduce the transmission frequency of the pedestrian terminal device 1. Can not.

  Therefore, in this embodiment, the person attributes classified according to the likelihood of taking a dangerous action are set for each pedestrian, and the range of the danger area is set based on the person attributes. In the present embodiment, a “specific” personal attribute is set for a person who is likely to take a dangerous action, such as a child with a jumping-out habit or a dementia patient, and the possibility of taking a dangerous action is low. The “normal” person attribute is set for the person.

  Then, as shown in FIG. 2A, when the person attribute of the pedestrian is “normal”, the dangerous area (shown by hatching) is set to a normal range. At this time, the dangerous area is an intersection and a roadway portion of a predetermined range including the pedestrian crossing from the intersection. Note that the danger area may be set to be longer on the side where a pedestrian is present than the intersection and to be shorter on the opposite side of the intersection.

  In this case, since the danger area does not include the sidewalk, the pedestrian information is not transmitted from the pedestrian terminal device 1 when the pedestrian is walking on the sidewalk. On the other hand, when the pedestrian starts to cross the pedestrian crossing, the pedestrian enters the roadway that is a dangerous area, and thus pedestrian information is transmitted from the pedestrian terminal device 1.

  On the other hand, as shown in FIG. 2B, when the person attribute of the pedestrian is “specific”, the dangerous area (shown by hatching) is set to an enlarged range. At this time, the danger area is expanded to include the sidewalk.

  In this case, since the dangerous area includes a sidewalk, the pedestrian information is transmitted from the pedestrian terminal device 1 because the pedestrian is entering the dangerous area even when the pedestrian is walking on the sidewalk.

  In addition, a guardian or a caregiver of the family is often accompanied by a person who is likely to take a dangerous action such as an infant with a jumping-out habit or a dementia patient. In this case, the accompanying person watches over a person who is likely to take a dangerous action. In addition, there are cases in which children who are likely to take dangerous actions are included in a group of children in a group attending school of children. Children and guardians are in a state of watching.

  In this way, when a person who is likely to take a dangerous action, that is, a person whose person attribute is “specific” takes a group action, a person whose group attribute is “normal” Since the person who is “specific” is watched over, the person whose personal attribute is “specific” is less likely to take a dangerous action. For this reason, it is not necessary to set the range of the dangerous area widely, and even if the dangerous area is set to a normal range, the safety of the pedestrian can be ensured.

  Therefore, in the present embodiment, it is determined whether or not a pedestrian whose person attribute is “specific” is in a group action, and when a pedestrian whose person attribute is “specific” is in a group action, Whether or not the target pedestrian is in a watching state is determined based on the person attribute of the other pedestrian. That is, when the personal attribute of another pedestrian in the group is “normal”, it is determined to be in a watched state, and when the personal attribute of another pedestrian in the group is “specific”, It is determined that it is not in a watching state.

  As shown in FIG. 3A, the pedestrian whose personal attribute is “specific” is in a group action, and the personal attribute of another pedestrian in the group is “normal”. In the case of watching, the dangerous area is set to a normal range.

  On the other hand, as shown in FIG. 3B, a pedestrian whose personal attribute is “specific” is in a group action, and the personal attribute of another pedestrian in the group is “specific”. If it is not in the watching state, the dangerous area is set to an enlarged range.

  When the range of the danger area is set according to the person attribute in this way, the person attribute information of the pedestrian who owns his / her device is stored in the pedestrian terminal device 1 and the danger area is set based on the person attribute information. It can be considered that the pedestrian terminal device 1 performs the above.

  However, in the group determination regarding whether or not the pedestrian is in a group action, it is necessary to collect position information from the surrounding pedestrian terminal device 1, and in the determination of the watching state, the person attribute information is obtained from the surrounding pedestrian terminal device. Need to collect. Then, when such position information and person attribute information collection and determination processes are carried out in each pedestrian terminal device, the number of pedestrian terminal devices 1 increases, and the entire system is extremely redundant. Thus, there arises a problem that power is wasted in each pedestrian terminal device 1.

  Therefore, in the present embodiment, the in-vehicle terminal device 3 collects position information and person attribute information for each pedestrian from the pedestrian terminal apparatus 1, and walks based on the position information and person attribute information for each pedestrian. Make a judgment on the range of dangerous areas for each person. And the information regarding the determination result of the dangerous area for every pedestrian is notified to each pedestrian terminal device 1 from the vehicle-mounted terminal device 3.

  In this way, in each of the pedestrian terminal devices 1, it is not necessary to collect position information and person attribute information from the surrounding pedestrian terminal devices 1, and even when the number of pedestrian terminal devices 1 increases, the entire system As a result, the processing can be simplified, and power consumption in each of the pedestrian terminal devices 1 can be reduced.

  Next, a schematic configuration of the pedestrian terminal device 1 will be described. FIG. 4 is a block diagram illustrating a schematic configuration of the pedestrian terminal device 1.

  The pedestrian terminal device 1 includes a positioning unit (position information acquisition unit) 11, a communication unit 12, an input / output unit 13, a control unit 14, an information storage unit 15, and a battery 16.

  The positioning unit 11 acquires position information of its own device by a satellite positioning system such as GPS (Global Positioning System), QZSS (Quasi-Zenith Satellite System), or GLONASS (Global Navigation Satellite System). In addition, you may make it acquire the positional information on an own apparatus using the positioning function which the portable information terminal device 2 has.

  The communication unit 12 performs inter-pedal communication with the in-vehicle terminal device 3. In this inter-vehicle communication, wireless communication is performed using the frequency band adopted in the safe driving support wireless system using ITS.

  The input / output unit 13 inputs / outputs information to / from the portable information terminal device 2. Based on the information output from the input / output unit 13, the portable information terminal device 2 performs an output operation for alerting a pedestrian or the like.

  The battery 16 supplies power to each part of the pedestrian terminal device 1.

  The information storage unit 15 stores map information, person attribute information, dangerous area information, related party information, group action time zone information, and a program executed by the control unit 14. The map information is automatically updated according to the user's operation and at a predetermined timing. The update information of the map information may be downloaded from the server using the communication function of the portable information terminal device 2 in addition to using an appropriate storage medium. In addition, you may make it acquire map information from the portable information terminal device 2. FIG.

  The person attribute information relates to person attributes classified according to the possibility of taking a dangerous action. In the present embodiment, two types of person attributes, “specific” and “normal”, are set according to the high possibility of taking a dangerous action.

  The related person information and the group action time zone information are used in the in-vehicle terminal device 3 when the person attribute of the pedestrian is “specific” and performs group determination regarding whether or not the pedestrian is in the group action. . The related party information and the group action time zone information are transmitted to the in-vehicle terminal device 3 together with the person attribute information.

  A person who is likely to take a dangerous action, such as an infant or a patient with dementia, is often accompanied by a guardian such as a family or a person such as a caregiver, and acts in one group. Therefore, when the person attribute of the pedestrian is “specific”, the person who accompanies the pedestrian can be registered in advance as a related person, and the person identification information of the related person is stored in the information storage unit 15 as related person information. Stored. Further, when a pedestrian habitually performs group behavior as in a group attending school, the time zone of the group behavior can be registered in advance, and the information is stored in the information storage unit 15 as group behavior time zone information. Stored in The related party information and group action time zone information may be input by a pedestrian guardian or the like performing a registration operation using the portable information terminal device 2 or the like.

  The dangerous area information is setting information related to the dangerous area. In the present embodiment, two ranges, a normal range and an expanded range, can be set for the dangerous area, and the dangerous area range is set by the dangerous area setting unit 22 of the control unit 14.

  The control unit 14 includes a person attribute setting unit 21, a dangerous area setting unit 22, a dangerous area entry determination unit 23, a pedestrian information transmission control unit 24, and a risk determination unit 25. The control unit 14 includes a processor, and each unit of the control unit 14 is realized by causing the processor to execute a program stored in the information storage unit 15.

  The person attribute setting unit 21 sets a person attribute of a pedestrian who owns the device. The dangerous area setting unit 22 sets a dangerous area range based on the dangerous area determination information acquired from the in-vehicle terminal device 3. The dangerous area entry determination unit 23 determines whether or not the pedestrian has entered the dangerous area based on the position information of the pedestrian acquired by the positioning unit 11 and the map information stored in the information storage unit 15. . The pedestrian information transmission control unit 24 controls transmission of pedestrian information by the communication unit 12 according to the determination result of the danger area entry determination unit 23 and the like. The risk determination unit 25 determines whether it is necessary to call attention, that is, whether or not the vehicle is likely to collide with the pedestrian based on the position of the pedestrian and the vehicle, the moving speed, the traveling direction, and the like. .

  In particular, the person attribute setting unit 21 sets a person attribute of a pedestrian based on pedestrian action history information. In this case, based on the position information and map information of the pedestrian, it is detected that a dangerous action such as jumping to the roadway is taken, and the detection result is stored in the information storage unit 15 as action history information. And a person attribute is determined based on the frequency of the dangerous action in the past predetermined period. That is, when the frequency of dangerous behavior exceeds a predetermined threshold, the person attribute is set to “specific”.

  In addition, the pedestrian's behavior pattern is acquired based on the pedestrian's position information, etc., and the pedestrian's behavior pattern is a behavior pattern peculiar to a person who is likely to take a dangerous behavior such as a dementia patient. The person attribute may be determined by collation. In addition, a person attribute may be input by a pedestrian guardian or the like performing a registration operation using the portable information terminal device 2 or the like.

  Next, a schematic configuration of the in-vehicle terminal device 3 will be described. FIG. 5 is a block diagram illustrating a schematic configuration of the in-vehicle terminal device 3.

  The in-vehicle terminal device 3 includes a positioning unit (position information acquisition unit) 31, a communication unit 32, an input / output unit 33, a control unit 34, and an information storage unit 35. Note that power is supplied to the in-vehicle terminal device 3 from a battery 37 mounted on the vehicle.

  The positioning unit 31 acquires the position information of its own device by the satellite positioning system, similarly to the positioning unit 11 of the pedestrian terminal device 1. In addition, you may make it acquire the positional information on an own apparatus using the positioning function which the car navigation apparatus 4 has.

  The communication unit 32 performs inter-pedal communication with the pedestrian terminal device 1. In this inter-vehicle communication, similarly to the communication unit 12 of the pedestrian terminal device 1, wireless communication is performed using the frequency band adopted in the safe driving support wireless system using ITS.

  The input / output unit 33 inputs / outputs information to / from the car navigation device 4. Based on the information output from the input / output unit 33, the car navigation device 4 performs an output operation for alerting the driver.

  The information storage unit 35 stores map information and programs executed by the control unit 34. The map information is automatically updated according to the user's operation and at a predetermined timing. The update information of the map information may be downloaded from the server using the communication function of the in-vehicle terminal device 3 and the car navigation device 4 in addition to using an appropriate storage medium. The map information may be acquired from the car navigation device 4.

  The control unit 34 includes a danger area determination unit 41, a vehicle information transmission control unit 42, and a danger determination unit 43. The control unit 34 includes a processor, and each unit of the control unit 34 is realized by causing the processor to execute a program stored in the information storage unit 35.

  The dangerous area determination unit 41 determines whether or not to expand the range of the dangerous area for each pedestrian based on the pedestrian position information and person attribute information acquired from each pedestrian terminal device 1. The vehicle information transmission control unit 42 controls transmission of vehicle information by the communication unit 32. The danger determination unit 43 determines whether or not it is necessary to call attention based on the position of the pedestrian and the vehicle, the moving speed, the traveling direction, or the like, that is, whether or not the vehicle is likely to collide with the pedestrian. .

  In particular, when the person attribute of the target pedestrian is “specific”, the danger area determination unit 41 determines whether or not the target pedestrian is in a group action. In this group determination, when another pedestrian existing in the vicinity of the target pedestrian is detected based on the position information of the pedestrian and the other pedestrian exists continuously for a predetermined time or more, It is determined that the group is in action. Specifically, when another pedestrian exists within a predetermined range centered on the target pedestrian and the duration of the state exceeds a predetermined threshold, judge. The duration threshold value may be changed by the user as appropriate.

  In the present embodiment, another pedestrian in the group, that is, another pedestrian existing in the vicinity of the target pedestrian, based on the related person information acquired together with the person attribute information from the pedestrian terminal device 1. Is determined to be in the group action when it is a person concerned (such as a guardian or a caregiver) of the target pedestrian. Specifically, the person identification information of the pedestrian concerned and the person identification information of another pedestrian existing in the vicinity thereof are collated, and if they match, it is determined that the group action is in progress. In this case, the presence of another pedestrian in the vicinity of the target pedestrian for a predetermined time or more can be excluded from the determination condition. In addition, it is also possible to perform person collation using the terminal identification information provided to the pedestrian terminal device 1.

  Moreover, in this embodiment, based on the group action time slot | zone information acquired with the person attribute information from the pedestrian terminal device 1, when the present time corresponds to the time slot | zone of group action, it determines with group action in progress. . In this case, the determination accuracy can be improved by adding to the determination condition that another pedestrian exists in the vicinity of the target pedestrian for a predetermined time or longer.

  Moreover, you may make it determine with group action based on time, without detecting another pedestrian who exists in the vicinity of the target pedestrian. However, in this case, if the movement speed is faster than normal at the time when it is determined that the group is in a group action, for example, because it is late for the group attendance time, the person is taking an action such as going to school quickly. You might also say that. For this reason, in such a case, it may not be determined that group action is being performed.

  Alternatively, there may be a case where it is difficult to sufficiently observe the behavior of a person whose personal attribute is determined to be “specific” even when accompanied by a guardian, such as at night or in bad weather. Therefore, in the case of a specific time or weather, even if a person whose person attribute is determined to be “normal” is in the vicinity, it may not be determined that group action is being performed.

  Moreover, in the dangerous area determination part 41, when a pedestrian is performing group action, based on the person attribute of another pedestrian in the group, ie, another pedestrian existing in the vicinity of the target pedestrian. Then, it is determined whether or not the target pedestrian is in a watching state. That is, when the personal attribute of another pedestrian in the group is “normal”, it is determined to be in a watched state, and when the personal attribute of another pedestrian in the group is “specific”, It is determined that it is not in a watching state.

  However, when a plurality of children are playing on the road or in the park near the roadway, there is a possibility that the child may suddenly jump out of the roadway even if it is determined that the group is acting. As a possible case, there may be a case where a ball or the like is taken out to the roadway, but in such a case, a person whose personal attribute is determined to be “normal” is also crazy about play, and the personal attribute is “ It may be difficult to watch over a person determined to be “specific”. Therefore, in such a specific case, it may be determined that it is not a watching state. In such a case, as a method for determining that the state is not the watching state, the moving speed, acceleration information, or the like may be used. Further, when the user stays at a specific place for a certain period of time and the moving speed, acceleration information, and the like are different from normal, it may be determined that the user is not in a watching state.

  In addition, in the case where the person whose person attribute is determined to be “normal” and the person whose person attribute is determined to be “specific” are on the opposite side across the roadway, for example, the person attribute is “normal”. Even if the person determined to be within a predetermined distance, it may be determined that the person is not in a watched state. This is because when a person whose personal attribute is determined to be “normal” is on the opposite side across the roadway, a person whose personal attribute is determined to be “specific” may jump out of the roadway.

  Here, there may be a plurality of persons whose person attribute is “specific” in the group. In this case, it may be determined whether or not the person is in the watching state based on the ratio of persons whose person attribute is “normal” in the group. In other words, if there are few persons with the person attribute “normal” in the group, the person with the person attribute “specific” cannot be watched sufficiently, and there is a risk of taking a dangerous action. For this reason, for example, if a majority of the persons whose person attribute is “normal” occupy a majority, it is determined that the person is in a watched state. However, for a person who has a particularly high number of dangerous behaviors compared to other persons, even if there is a person whose person attribute is determined to be `` normal '' in the vicinity, an operation such as ignoring the instruction may be considered. Therefore, it may be determined that it is not a watching state. As a method for determining whether or not a person has a particularly high number of dangerous behaviors, not only the pedestrian terminal device 1 possessed by a person whose personal attribute is determined to be “specific” but also the history information on the dangerous behavior as a parent. Or a school teacher or the like may collect and judge in advance, or these judgment methods may be used in combination.

  Next, a procedure of processing performed by the pedestrian terminal device 1 will be described. FIG. 6 is a flowchart showing a procedure of processing performed in the pedestrian terminal device 1.

  In the pedestrian terminal device 1, first, when the communication unit 12 receives vehicle information transmitted from the in-vehicle terminal device 3 through inter-step communication (Yes in ST101), the person attribute information is transferred to the in-vehicle terminal device 3 through inter-step communication. Transmit (ST102).

  Next, when the communication unit 12 receives the dangerous area determination information transmitted from the in-vehicle terminal device 3 by inter-vehicle communication (ST103), the dangerous area setting unit 22 determines the dangerous area range based on the dangerous area determination information. Settings are made (ST104 to ST106).

  Here, if the determination result of the dangerous area is “expand” (Yes in ST104), the dangerous area is set to the expansion range (ST105). On the other hand, if the determination result of the dangerous area is “not expanded” (No in ST104), the dangerous area is set to the normal range (ST106).

  Then, based on the location information of the pedestrian acquired by the positioning unit 11 and the map information stored in the information storage unit 15, the danger area entry determination unit 23 determines whether or not the pedestrian has entered the danger area. Determine (ST107).

  Here, if the pedestrian has entered the danger area (Yes in ST107), in the communication unit 12, the pedestrian information including the position information is transmitted by inter-vehicle communication according to the instruction of the pedestrian information transmission control unit 24. It transmits to the vehicle-mounted terminal device 3 (ST108).

  When the communication unit 12 receives vehicle information transmitted from the in-vehicle terminal device 3 by inter-vehicle communication (ST109), the danger determination unit 25 determines whether or not a pedestrian needs to be alerted (ST110). .

  Here, if it is determined that attention is required (Yes in ST110), the mobile information terminal device 2 is instructed to perform attention (ST111). Thereby, in the portable information terminal device 2, an output operation for alerting a pedestrian is performed.

  On the other hand, when the pedestrian has not entered the danger area (No in ST107), there is no particular process to be performed, and transmission of the pedestrian information remains stopped. In addition, when it is determined that alerting is unnecessary (No in ST110), there is no particular process to be performed.

  Next, a procedure of processing performed by the in-vehicle terminal device 3 will be described. FIG. 7 is a flowchart showing a procedure of processing performed in the in-vehicle terminal device 3.

  In the vehicle-mounted terminal device 3, first, in the communication unit 32, vehicle information is transmitted to the pedestrian terminal device 1 by inter-walk communication (ST201). When the person attribute information transmitted from the pedestrian terminal device 1 is received (Yes in ST202), the danger area determination unit 41 determines whether or not to expand the range of the danger area based on the person attribute information. A determination is made (ST203 to ST205).

  In this danger area determination, it is first determined whether or not the person attribute of the pedestrian is “specific” based on the person attribute information (ST203). Here, if the person attribute of the pedestrian is “specific” (Yes in ST203), then the pedestrian is in the group action based on the pedestrian position information, the related party information, and the group action time zone information. It is determined whether or not (ST204). Here, if the pedestrian is not in a group action (No in ST204), it is determined that the dangerous area is expanded (ST206).

  If the pedestrian is in a group action (Yes in ST204), the target pedestrian is in a watched state (non-dangerous state) based on the person attribute information of another pedestrian in the group. It is determined whether or not there is (ST205). Here, if the pedestrian is not in a watched state (No in ST205), it is determined that the dangerous area is to be expanded as being in a dangerous state (ST206).

  On the other hand, when the person attribute of the pedestrian is not “specific”, that is, “normal” (No in ST203), or when the pedestrian is in a watched state (Yes in ST205), the danger area is not expanded. Determine (ST207).

  Once the dangerous area is determined in this way, the communication unit 32 then transmits dangerous area determination information related to the determination result to the pedestrian terminal device 1 by inter-walk communication (ST208).

  And in the communication part 32, if the pedestrian information transmitted from the pedestrian terminal device 1 by the communication between pedestrians is received (it is Yes at ST209), the vehicle information including the positional information on the own vehicle will be transmitted to the pedestrian terminal device between the pedestrians. 1 (ST210). Next, the risk determination unit 43 determines whether or not the driver needs to be alerted (ST211).

  Here, if it is determined that alerting is necessary (Yes in ST211), the car navigation device 4 is instructed to perform alerting (ST212). Thereby, in the car navigation apparatus 4, an output operation for alerting the driver is performed.

  On the other hand, when pedestrian information is not received (No in ST209), or when it is determined that alerting is unnecessary (No in ST211), there is no particular process to be performed.

  As described above, in the present embodiment, the in-vehicle terminal device 3 collects the person attribute information from the surrounding pedestrian terminal device 1 and determines whether or not to expand the range of the danger area for each pedestrian. I made it. Thereby, in the case of a pedestrian who has a high possibility of taking a dangerous action, the danger area is set to an expanded range, so that the safety of the pedestrian who has a high possibility of taking a dangerous action can be ensured. Moreover, in the case of a pedestrian who is unlikely to take a dangerous action, the transmission frequency of the pedestrian terminal device 1 can be reduced because the dangerous area is set to a normal range. And since the determination regarding the range of the dangerous area for every pedestrian is collectively performed by the vehicle-mounted terminal device 3, the redundancy of the process in the whole system can be improved.

  As described above, the embodiments have been described as examples of the technology disclosed in the present application. However, the technology in the present disclosure is not limited to this, and can be applied to embodiments in which changes, replacements, additions, omissions, and the like have been performed. Moreover, it is also possible to combine each component demonstrated by said embodiment into a new embodiment.

  For example, in the above-described embodiment, two types of person attributes of “specific” and “normal” are set according to the high possibility of taking a dangerous action, and the two types of person attributes are supported. As described above, the danger area can be set in two stages of the normal range and the enlarged range. However, the person attribute can be set in three or more ways, and the danger area range can be set in three or more stages. It may be. In this case, it is only necessary to set the range of the danger area larger for a person attribute that is more likely to take a dangerous action.

  Further, in the above embodiment, an example in which a dangerous area is set at an intersection has been described, but the place where the dangerous area is set is not limited to the intersection, and a place where a pedestrian accident is likely to occur, For example, a dangerous area is set at a corner with poor visibility or a road without a sidewalk.

  Further, the present invention is applicable not only to pedestrians but also to bicycles that are pedestrians in a broad sense, electric vehicles for elderly people, electric wheelchairs, and the like.

  The pedestrian terminal device, the in-vehicle terminal device, the inter-pedestrian communication system, and the inter-pedal communication method according to the present invention ensure the safety of pedestrians who are likely to take a dangerous action, and the transmission frequency of the pedestrian terminal device. It is possible to reduce the annoyance felt by the driver of the vehicle by avoiding congestion of the communication between the vehicles by reducing the traffic of the communication between the vehicles, reducing the power consumption of the pedestrian terminal device, and frequently calling attention. A pedestrian terminal device that has an effect and that is carried by a pedestrian and that transmits / receives pedestrian information and vehicle information to / from an in-vehicle terminal device via inter-vehicle communication, is installed in the vehicle, and pedestrian information and vehicle information are In-vehicle terminal device that transmits / receives pedestrian terminal device via inter-walk communication, inter-pedal communication that transmits / receives pedestrian information and vehicle information between pedestrian terminal device and in-vehicle terminal device by inter-walk communication Stem and walking vehicle communication method is useful as.

DESCRIPTION OF SYMBOLS 1 Pedestrian terminal device 2 Portable information terminal device 3 Car-mounted terminal device 4 Car navigation device 11 Positioning part (position information acquisition part)
DESCRIPTION OF SYMBOLS 12 Communication part 14 Control part 21 Person attribute setting part 22 Danger area setting part 23 Danger area approach determination part 24 Pedestrian information transmission control part 25 Danger determination part 31 Positioning part 32 Communication part 34 Control part 41 Danger area determination part 43 Risk determination Part

Claims (7)

A pedestrian terminal device possessed by a pedestrian and transmitting / receiving pedestrian information and vehicle information including position information of the pedestrian and the vehicle to / from an in-vehicle terminal device by inter-pedal communication,
A location information acquisition unit that acquires location information of the device itself;
A communication unit for performing inter-pedal communication;
An information storage unit for storing person attribute information related to a person attribute of a pedestrian who owns the device;
A control unit;
With
The communication unit transmits the person attribute information to the in-vehicle terminal device, and determines whether or not to expand the range of the dangerous area for each pedestrian based on the person attribute information in the in-vehicle terminal device. Receive certain danger area judgment information,
The control unit sets a dangerous area range based on the dangerous area determination information, and determines whether a pedestrian carrying the own apparatus has entered the dangerous area based on the position information of the own apparatus. Judgment,
The said communication part stops the transmission of the said pedestrian information, when it determines with the said control part not having entered the said danger area, The pedestrian terminal device characterized by the above-mentioned.   The pedestrian terminal device according to claim 1, wherein the control unit sets a personal attribute of the pedestrian based on an action history of the pedestrian who owns the device. A vehicle-mounted terminal device that is mounted on a vehicle and transmits / receives pedestrian information and vehicle information including position information of the pedestrian and the vehicle to / from the pedestrian terminal device by inter-pedal communication,
A location information acquisition unit that acquires location information of the device itself;
A communication unit for performing inter-pedal communication;
A control unit;
With
The communication unit receives person attribute information related to a person attribute of a pedestrian who owns the pedestrian terminal device, transmitted from the pedestrian terminal device,
The control unit determines whether to expand the range of the danger area for each pedestrian based on the person attribute information,
The in-vehicle terminal device, wherein the communication unit transmits dangerous area determination information, which is a determination result relating to a range of a dangerous area, to the pedestrian terminal device.   The control unit determines whether or not a pedestrian to be determined is in a group action based on the position information of the pedestrian, and determines that the dangerous area is not expanded when the group is in a group action. The in-vehicle terminal device according to claim 3, wherein:   The control unit determines whether or not a pedestrian to be determined is in a dangerous state based on a person attribute of another pedestrian in the group. If the pedestrian is in a dangerous state, the dangerous area The in-vehicle terminal device according to claim 4, wherein the in-vehicle terminal device is determined to be enlarged. An in-vehicle terminal device mounted on a vehicle and a pedestrian terminal device possessed by a pedestrian, the pedestrian information and vehicle information respectively including position information of the pedestrian and the vehicle are transmitted to the pedestrian terminal by inter-pedal communication. An inter-pedestrian communication system for transmitting and receiving between a device and the in-vehicle terminal device,
The pedestrian terminal device
A location information acquisition unit that acquires location information of the device itself;
A communication unit for performing inter-pedal communication;
An information storage unit for storing person attribute information related to a person attribute of a pedestrian who owns the device;
A control unit;
With
The communication unit transmits the person attribute information to the in-vehicle terminal device, and determines whether or not to expand the range of the dangerous area for each pedestrian based on the person attribute information in the in-vehicle terminal device. Receive certain danger area judgment information,
The control unit sets a dangerous area range based on the dangerous area determination information, and determines whether a pedestrian carrying the own apparatus has entered the dangerous area based on the position information of the own apparatus. Judgment,
The communication unit stops transmission of the pedestrian information when the control unit determines that the vehicle has not entered the dangerous area,
The in-vehicle terminal device is
A location information acquisition unit that acquires location information of the device itself;
A communication unit for performing inter-pedal communication;
A control unit;
With
The communication unit receives person attribute information related to a person attribute of a pedestrian who owns the pedestrian terminal device, transmitted from the pedestrian terminal device,
The control unit determines whether to expand the range of the danger area for each pedestrian based on the person attribute information,
The intercommunication communication system, wherein the communication unit transmits dangerous area determination information, which is a determination result related to a dangerous area range, to the pedestrian terminal device. Between pedestrians that transmit and receive pedestrian information and vehicle information including position information of pedestrians and vehicles, respectively, by inter-pedal communication between an in-vehicle terminal device mounted on a vehicle and a pedestrian terminal device possessed by a pedestrian A communication method,
In the pedestrian terminal device, the person attribute information related to the person attribute of the pedestrian who owns the device is transmitted to the in-vehicle terminal device,
In the in-vehicle terminal device, based on the person attribute information, it is determined whether or not the range of the dangerous area is expanded for each pedestrian, and the dangerous area determination information as the determination result is transmitted to the pedestrian terminal device. Send
In the pedestrian terminal device, a dangerous area range is set based on the dangerous area determination information, and whether a pedestrian carrying the own device has entered the dangerous area based on the position information of the own device. And the transmission of the pedestrian information is stopped when it is determined that the vehicle has not entered the danger area.

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