JP2019067008A - Roadside antenna, radio communication system, and method for installing roadside antenna - Google Patents

Abstract

To provide a roadside antenna that can control the transmission and stop of radio waves at appropriate timing to a running vehicle.SOLUTION: A roadside antenna 11 includes: an antenna body 110 for forming a stable communication region F1 where stable radio communication with a vehicle A running on a traffic lane L can be performed by transmitting radio waves; and a first laser scanner 111a and a second laser scanner 111b attached to the antenna body 110. The first laser scanner 111a and second laser scanner 111b are attached to the antenna body 110 so as to scan first detection light P1 and second detection light P2 along end portions X1 and X2 of a stipulated range XR stipulated as a range on the traffic lane L included in the stable communication region F1, respectively.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a roadside antenna, a wireless communication system, and a method of installing a roadside antenna.

  At toll stations on toll roads such as expressways, information is exchanged by wireless communication between the roadside antenna installed on the roadside and the on-board unit mounted on the vehicle traveling in the lane, and the necessary toll is received. An electronic toll collection system (ETC: Electronic Toll Collection System (registered trademark), also referred to as an "automatic toll collection system") may be used.

  In such a toll collection system, a range in which wireless communication with the roadside antenna should be performed (hereinafter, also referred to as a “specified range”) is defined in advance on the lane. The toll collection system suppresses erroneous communication with vehicles (following target vehicles, vehicles traveling in other lanes, etc.) other than vehicles targeted for toll collection (hereinafter also described as "target vehicles") For the purpose, it is general that a radio wave is transmitted only when the target vehicle is traveling in a specified range (see, for example, Patent Document 1).

A vehicle detector installed on a roadside zone (island) of a lane is usually used to determine "the target vehicle is included in the specified range". A general vehicle detector has a housing extending in the height direction, and in the housing, a plurality of light emitting parts and light receiving parts are arranged in the height direction.
In the case of a transmission type vehicle detector, the light emitting unit and the light receiving unit are installed to face each other across the lane. In this case, the light receiving unit detects the detection light itself (transmitted light) emitted from the light emitting unit.
On the other hand, in the case of a reflection type vehicle detector, both the light emitting unit and the light receiving unit are installed only on the island on one side of the lane. In this case, the light receiving unit detects the reflected light of the detection light emitted from the light emitting unit.

JP, 2016-103182, A

In general, dedicated short range communication (DSRC) is used for wireless communication between a roadside antenna and a vehicle (vehicle-mounted device). In this case, the roadside antenna installed in the sky above the lane radiates radio waves downward (the road surface of the lane), so that stable wireless communication can be performed from the installation position of the antenna to the lane. Also described as “stable communication area”.
In the case of detecting the entry and exit of the vehicle with respect to the specified range using the above-described vehicle detector, the boundary of the stable communication area formed by the roadside antenna and the definition defined on the lane by the vehicle detector Spatial deviations can occur between the ends of the range. For this reason, there is a limit in realizing appropriate antenna control for a traveling vehicle.

  An object of the present invention is to provide a roadside antenna, a wireless communication system, and a method of installing the roadside antenna capable of controlling transmission and stop of radio waves at appropriate timing for a traveling vehicle.

According to the first aspect of the present invention, the roadside antenna (11) has a stable communication area (F1) capable of performing stable wireless communication with the vehicle (A) traveling in the lane (L) by transmission of radio waves. And a laser scanner (111a, 111b) attached to the antenna body, wherein the laser scanner is defined as a range on the lane included in the stable communication area. It is attached to the antenna main body so as to scan the detection light (P1, P2) along the end of the defined range (XR).
In this way, the spatial deviation between the boundary of the stable communication area formed by the antenna body and the end of the defined area where the laser scanner determines the entrance of the vehicle and the exit of the vehicle is reduced. Therefore, it is possible to control transmission and stop of radio waves at appropriate timing with respect to a traveling vehicle.

Further, according to the second aspect of the present invention, the above-mentioned roadside antenna includes a first laser scanner (111a) which is the laser scanner, and a second laser scanner (111b), and the first laser scanner Is attached to scan the first detection light (P1) along the end (X1) located on the front side in the lane direction among the ends of the specified range, and the second laser scanner is configured to It is attached to scan the second detection light (P2) along the end (X2) located on the back side in the lane direction among the ends of the.
By doing this, the spatial deviation between the boundary in the direction of the traffic lane on the near side of the stable communication area and the end of the defined range where the first laser scanner determines the entrance of the vehicle is reduced. In addition, the spatial deviation between the boundary of the stable communication area on the back side in the lane direction and the end of the defined range where the second laser scanner determines the exit of the vehicle is reduced.

Further, according to a third aspect of the present invention, a wireless communication system (1) includes a roadside antenna as described above and a position measurement unit (1001 for measuring a detection position of a vehicle by the detection light emitted by the laser scanner). And a determination unit (1002, 1003) that determines whether or not the vehicle is traveling in the specified range based on the measured detected position, and while the vehicle is traveling in the specified range And an antenna control unit (1004) for transmitting radio waves from the antenna main body.
In this way, whether or not the vehicle is traveling in the specified range is determined based on the detected position of the vehicle detected by the laser scanner. Control of sending and stopping can be performed.

Further, according to the fourth aspect of the present invention, the determination unit is configured to drive the vehicle in the specified range based on a comparison between the height of the detected position and a determination threshold (Zth) defined in advance. It is determined whether the
By doing this, it is determined whether the vehicle has entered or left based on the determination result as to whether the detected height of the vehicle is equal to or less than the determination threshold (less than), so the vehicle may enter or leave False detection can be suppressed.

Further, according to the fifth aspect of the present invention, a method of installing a roadside antenna is provided for an antenna main body forming a stable communication area capable of performing stable wireless communication with a vehicle traveling in a lane by transmitting radio waves. The step of preparing a roadside antenna attached with a laser scanner, the step of defining on the lane a prescribed range which is the range on the lane included in the stable communication area, the laser scanner throws the roadside antenna Placing the light detection light to be scanned along the end of the defined area.
By doing this, the person in charge of installation of the roadside antenna adjusts the installation position and installation angle of the roadside antenna while performing alignment so that the detection light emitted from the laser scanner scans the end of the prescribed range. Adjustments can be made. As a result, the labor required to adjust the installation position and installation angle of the roadside antenna can be significantly reduced.

Further, according to the sixth aspect of the present invention, in the installation method of the roadside antenna described above, in the step of attaching the laser scanner, a first laser scanner which is the laser scanner and the second laser with respect to the antenna main body. Attaching the scanner, and in the installing step, the first detection light of the first laser scanner is scanned along an end portion of the end of the defined range which is located on the front side in the lane direction, and The roadside antenna is installed such that the second detection light of the second laser scanner is scanned along the end of the range located on the back side in the lane direction.
By doing this, the construction person in charge of the roadside antenna aligns the first detection light with the end in the lane direction of the specified range, and the second detection light and the lane direction in the rear of the specified range. Alignment with the end can be done at one time. As a result, the labor required for adjusting the installation position and installation angle of the roadside antenna can be further reduced.

  According to each aspect of the above-described invention, it is possible to control transmission and stop of radio waves at an appropriate timing for a traveling vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS It is FIG. 1 which shows the whole structure of the toll collection system which concerns on 1st Embodiment. It is FIG. 2 which shows the whole structure of the toll collection system which concerns on 1st Embodiment. It is a 1st figure which shows the detail of the structure of the roadside antenna which concerns on 1st Embodiment. It is a 2nd figure which shows the detail of the structure of the roadside antenna which concerns on 1st Embodiment. It is a figure showing functional composition of a lane control device concerning a 1st embodiment. It is a figure showing the processing flow of the lane control device concerning a 1st embodiment. It is a figure for demonstrating the effect | action by the roadside antenna which concerns on 1st Embodiment, and an effect. It is a figure which shows the installation method of the roadside antenna which concerns on 1st Embodiment. It is a figure which shows the processing flow of the lane control apparatus which concerns on 2nd Embodiment. It is a figure for demonstrating the process of the lane control apparatus which concerns on 2nd Embodiment. It is a 1st figure for demonstrating the effect | action by the roadside antenna which concerns on 2nd Embodiment, and an effect. It is a 2nd figure for demonstrating the effect | action by the roadside antenna which concerns on 2nd Embodiment, and an effect. It is a figure which shows the whole structure of the toll collection system which concerns on the modification of 2nd Embodiment.

First Embodiment
Hereinafter, the toll collection system according to the first embodiment will be described with reference to FIGS. 1 to 8.

(Overall configuration of toll collection system)
1 and 2 are diagrams showing an overall configuration of a toll collection system according to the first embodiment.
FIG. 1 shows a side view of the toll collection system 1 installed in the lane L and its roadside zone (island I), and FIG. 2 shows a top view of the toll collection system 1.
In the following description, the direction in which the lane L extends is taken as the ± X direction, and is also described as “lane direction”. In addition, a direction orthogonal to the lane direction (± X direction) in the horizontal plane is defined as ± Y direction, and is also described as “lane width direction”. In addition, vehicles that are going to pass the toll booth are assumed to travel in the lane L from the -X direction side to the + X direction side, and the + X direction is "rear side in the lane direction" and -X direction is "front side in the lane direction". Describe. Furthermore, the vertical direction orthogonal to the horizontal plane (± X direction and ± Y direction) is defined as ± Z direction, and is also described as “height direction”.

The toll collection system 1 according to the first embodiment is installed at a toll gate of a toll road such as an expressway, and is an electronic type that automatically executes toll collection processing by wireless communication with the vehicle A traveling the toll gate. It is a toll collection system.
The toll collection system 1 receives a necessary charge from the vehicle A by performing wireless communication with the vehicle A traveling in the specified range XR defined on the lane L through the roadside antenna 11.
The toll collection system 1 according to the first embodiment is an aspect of the “wireless communication system”. The wireless communication system according to another embodiment may not necessarily perform toll collection processing. For example, wireless communication for specifying a travel route is performed for a vehicle traveling at an entry toll gate or at a midpoint of a toll road It may be an aspect.

  The toll collection system 1 according to the first embodiment suppresses erroneous communication with a vehicle other than the target vehicle (vehicle A) traveling in the lane L (follower vehicle A, a vehicle traveling in another lane, etc.) For the purpose, the vehicle A transmits radio waves only when traveling within a specified range XR defined on the lane L. Here, the prescribed range XR is the two ends defined in the lane direction (± X direction) of the lane L, that is, the end X1 on the near side (−X direction side) in the lane direction and the rear side (+ X Defined by the end X2 of the direction side). The distance from the end X1 to the end X2 is, for example, about 4 meters.

  As shown to FIG. 1, FIG. 2, the toll collection system 1 is provided with the lane control apparatus 10 and the roadside antenna 11. As shown in FIG.

The lane control device 10 is a device that performs toll collection processing by wireless communication with respect to the vehicle A traveling in a specified range XR defined on the lane L through the roadside antenna 11. The lane control device 10 is installed one by one corresponding to one lane L, and controls the operation of various devices installed in association with the lane L. In the present embodiment, the lane control device 10 particularly controls entrance detection and exit detection of the vehicle A with respect to the defined range XR, and control of transmission and stop of radio waves according to the detection result.
Detailed functions of the lane control device 10 will be described later.

The roadside antenna 11 transmits and stops radio waves for performing wireless communication with the vehicle A under the control of the lane control device 10. As shown in FIGS. 1 and 2, the roadside antenna 11 is attached to a gantry G installed so as to straddle the lane L, whereby the sky above the center of the lane width direction (± Y direction) of the lane L The radio wave is emitted toward the lower side (the road surface of the lane L) from the installation position.
The roadside antenna 11 according to the present embodiment is designed as a narrow area communication antenna (DSRC antenna) so as to enable stable wireless communication with only a communication target (vehicle) existing in a limited predetermined area. . Specifically, as shown in FIGS. 1 and 2, the roadside antenna 11 forms a stable communication area F1 and an unstable communication area F2 in space as radio waves are transmitted. Here, the “stable communication area F1” is a space area in which stable wireless communication is guaranteed with the roadside antenna 11. The “unstable communication area F2” is a space area larger than the stable communication area F1 and is a space area in which stable wireless communication with the roadside antenna 11 is not guaranteed. Further, a region further outside the unstable communication region F2 is a region where wireless communication with the roadside antenna 11 can not be performed at all. Hereinafter, this area will be referred to as a "non-communicable area".
For convenience, in the drawing, the boundary between the stable communication area F1 and the unstable communication area F2 is shown by a broken line, and the boundary between the unstable communication area F2 and the communication impossible area is shown by a dashed dotted line. The boundary between the stable communication area F1 and the unstable communication area F2 and the boundary between the unstable communication area F2 and the uncommunicable area are ambiguous, and the boundary is clearly ) It is difficult to identify. Further, the boundary between the stable communication area F1 and the unstable communication area F2 and the boundary between the unstable communication area F2 and the non-communication area may fluctuate depending on environmental conditions (temperature, humidity, weather, etc.).
The specified range XR described above is defined as a range on the lane L included in the stable communication area F1. That is, the prescribed range XR is ideally defined as a range in which the entire range of the lane L defined by the prescribed range XR belongs to the stable communication area F1 under any environmental conditions.

  Although only the lane control device 10 and the roadside antenna 11 are illustrated in FIGS. 1 and 2 as main constituent devices of the toll collection system 1 according to the first embodiment, in fact, Other devices, sensors, etc. may be further installed. For example, on the island I, a license plate reading device for determining the vehicle type classification of the traveling vehicle A, a start controller (opening and closing bar) for controlling the start of the vehicle A, and a collection fee for the user A roadside display that presents, a monitoring camera for remotely monitoring the lane L, and the like may be installed.

(Details of roadside antenna structure)
3 and 4 are a first view and a second view showing details of the structure of the roadside antenna according to the first embodiment, respectively.
FIG. 3 is a perspective view of the roadside antenna 11, and FIG. 4 is a side view of the roadside antenna 11.
The structural features of the roadside antenna 11 will be described below with reference to FIGS. 3 and 4 in addition to FIGS. 1 and 2.

  As shown in FIGS. 1 to 4, the roadside antenna 11 includes an antenna body 110, a first laser scanner 111a, and a second laser scanner 111b.

The antenna main body 110 is an antenna device that transmits (radiates) radio waves in accordance with the control of the lane control device 10. The antenna body 110 includes, for example, a patch antenna in which a plurality of antenna elements are arranged, and is designed to have strong directivity in a desired direction (the radiation direction N shown in FIG. 4). The antenna body 110 emits radio waves with strong directivity along the radiation direction N from the position (above the lane L) attached to the gantry G, thereby providing stability as shown in FIGS. 1 and 2 in space. A communication area F1 and an unstable communication area F2 are formed.
The antenna main body 110 is installed such that the axis O along the radiation direction N is inclined toward the front side (−X direction side) by an angle θ (θ <90 °) with respect to the lane direction (± X direction) (See Figure 4).

The first laser scanner 111a and the second laser scanner 111b are both time-of-flight (TOF) laser ranging sensors, and as shown in FIGS. 1 to 4, respectively, the antenna main body 110. Is attached to the case of
The first laser scanner 111a and the second laser scanner 111b are capable of projecting the first detection light P1 and the second detection light P2, respectively, and repeat each scanning light at a constant scanning cycle (for example, on the order of 10 milliseconds). Do a scan. The detection light (first detection light P1, second detection light P2) is, for example, infrared light, near infrared light, or the like.
In addition, the first laser scanner 111a and the second laser scanner 111b detect reflected light of detection light projected in each direction (scanning angle φ described later) during scanning by the time-of-flight method. It is possible to measure the distance from the installation position of (1) to the detection position (the position where the projected detection light hits the object).

  The first laser scanner 111a is attached to the housing of the antenna body 110 located above the lane L, and projects the first detection light P1 from the attached position toward the road surface of the lane L (see FIG. 1). ). Furthermore, the first laser scanner 111a scans the first detection light P1 along the lane width direction (± Y direction). Here, the first laser scanner 111a is attached to scan the first detection light P1 along the end X1 located on the front side in the lane direction among the ends of the defined range XR defined on the lane L (See Figure 2).

  Similarly, the second laser scanner 111b is attached to the housing of the antenna main body 110 located above the lane L, and projects the second detection light P2 from the attached position toward the road surface of the lane L (see FIG. 1). Furthermore, the second laser scanner 111b scans the second detection light P2 along the lane width direction (± Y direction). Here, the second laser scanner 111b is attached so as to scan the second detection light P2 along the end X2 located on the back side in the lane direction among the ends of the defined range XR defined on the lane L (See Figure 2).

  As described above, each of the laser scanners (the first laser scanner 111a and the second laser scanner 111b) attached to the housing of the antenna body 110 is defined as the range on the lane L included in the stable communication area F1. It is attached to the antenna body 110 so as to scan the detection light along the end of the range XR.

As shown in FIG. 4, the first laser scanner 111a projects the first detection light P1 at an angle θa (θa <θ) with respect to the lane direction (± X direction) to the antenna body 110. It is attached. The second laser scanner 111b is attached to the antenna body 110 so as to project the second detection light P2 at an angle θb (θ <θb) with respect to the lane direction (± X direction). (See Figure 4).
Here, the antenna body of which the attachment angle (the angle θ-θa) of the first laser scanner 111a to the antenna body 110 and the attachment angle (θb-θ) of the second laser scanner 111b to the antenna body 110 are known in advance. It is determined based on the directivity of 110. Ideally, each attachment angle (θ-θa, θb-θ) is defined as the stable communication area F1 and the unstable communication area F2 formed by the antenna body 110 with the detection light projected from each laser scanner in each direction. It is adjusted to be projected along the interface with.

The roadside antenna 11 according to the first embodiment has the first laser scanner 111a and the first laser scanner 111a on the side surface (XZ plane on the -Y direction side) of the housing of the antenna main body 110 as in the example shown in FIGS. Although the second laser scanner 111b is described in the aspect of being attached, the other embodiments are not limited to this aspect. That is, the roadside antenna 11 according to another embodiment may have a mode in which the first laser scanner 111a and the second laser scanner 111b are attached to a surface other than the side surface of the housing of the antenna main body 110.
Also, although the roadside antenna 11 according to the first embodiment has been described as an aspect in which the first laser scanner 111a and the second laser scanner 111b are attached (externally attached) as separate members of the antenna main body 110, Other embodiments are not limited to this aspect. For example, in the roadside antenna 11 according to another embodiment, the antenna main body 110, the first laser scanner 111a, and the second laser scanner 111b may be integrated and housed in a single case. The expression "the first laser scanner 111a and the second laser scanner 111b are attached to the antenna body 110" includes such an aspect as well.

(Functional configuration of lane control device)
FIG. 5 is a diagram showing a functional configuration of the lane control device according to the first embodiment.
As shown in FIG. 5, the lane control device 10 includes a CPU 100 and a connection interface 101.
The CPU 100 is a processor that controls the entire operation of the lane control device 10, and exhibits various functions to be described later by operating according to a predetermined program.
The connection interface 101 is a connection interface for transmitting and receiving information to and from the roadside antenna 11 (the antenna body 110, the first laser scanner 111a, and the second laser scanner 111b).

  The CPU 100 operates in accordance with a program to exert the functions as a position measurement unit 1001, a vehicle entry determination unit 1002, a vehicle exit determination unit 1003, and an antenna control unit 1004.

The position measurement unit 1001 acquires the detection light emitted from the first laser scanner 111 a and the second laser scanner 111 b and various information related to the reflected light, and detects the position of the vehicle A (the detection lights hit each other). To identify the
Specifically, the position measurement unit 1001 uses the first laser scanner 111a to scan the first detection light P1 at each scan angle (scan angle φ) of the first detection light P1 in one scan and at the scan angle φ. After projecting, the time difference (time difference Δt) at which the reflected light is received is acquired. Here, by multiplying the time difference Δt by a predetermined coefficient, the distance (distance l) from the installation position of the first laser scanner 111a to the detection position by the first detection light P1 is specified. Further, the first laser scanner 111a is attached to the lower side (−Z direction) with respect to the lane direction at an angle θa (see FIG. 4). The position measurement unit 1001 specifies the detection position of the first detection light P1 by orthogonal coordinates (Xa, Ya, Za) by converting polar coordinates (l, θa, φ) into an orthogonal coordinate system.
Similarly, the position measurement unit 1001 projects the second detection light P2 from the second laser scanner 111b at each scan angle (scan angle φ) of the second detection light P2 in one scan and at the scan angle φ. Thereafter, the time difference (time difference Δt) at which the reflected light is received is acquired. The second laser scanner 111b is attached to the lower side (−Z direction) at an angle θb with respect to the lane direction (see FIG. 4). The position measurement unit 1001 specifies the detection position of the second detection light P2 by orthogonal coordinates (Xb, Yb, Zb) by converting polar coordinates (l, θb, φ) into an orthogonal coordinate system.

The vehicle entry determination unit 1002 and the vehicle exit determination unit 1003 determine that the vehicle A is within the defined range XR based on the detection positions (Xa, Ya, Za) and (Xb, Yb, Zb) measured by the position measurement unit 1001. It is a determination part which determines whether it is drive | working.
More specifically, the vehicle entry determination unit 1002 and the vehicle exit determination unit 1003 predetermine the heights (Z-axis components Za and Zb) of the detection positions (Xa, Ya, Za) and (Xb, Yb, Zb). Based on the result of the comparison with the determined threshold value Zth, it is determined whether the vehicle A is traveling in the specified range XR.

The vehicle approach determination unit 1002 acquires, from the position measurement unit 1001, the detection position (Xa, Ya, Za) of the vehicle A identified through the first detection light P1. Then, the vehicle approach determination unit 1002 determines that the vehicle A has entered the defined range XR when the height of the detected position (Z-axis component Za) is equal to or greater than the determination threshold Zth defined in advance.
The determination threshold Zth is defined as, for example, a height of about 70 cm to 100 cm above the road surface as the height equivalent to the lower end of the windshield of the main vehicle traveling in the lane L.

  The vehicle exit determination unit 1003 acquires, from the position measurement unit 1001, the detection position (Xb, Yb, Zb) of the vehicle A identified through the second detection light P2. Then, after the height of the detected position (Z-axis component Zb) becomes equal to or greater than the determination threshold Zth, the vehicle departure determination unit 1003 subsequently determines that the vehicle A falls within the defined range XR when the height falls below the determination threshold Zth. It decides that it has left the

  The antenna control unit 1004 controls the roadside antenna 11 (antenna main body 110) to emit radio waves when the vehicle A travels in the specified range XR. Specifically, after the antenna control unit 1004 determines that the vehicle A has entered the defined range XR, the antenna control unit 1004 transmits radio waves from the roadside antenna 11 until it is determined that the vehicle A has exited the defined range XR. Let

(Processing flow of lane controller)
FIG. 6 is a diagram showing a processing flow of the lane control device according to the first embodiment.
The flow of processing performed by the lane control device 10 according to the first embodiment will be described below with reference to FIG.

The processing flow shown in FIG. 6 is repeatedly executed by the lane control device 10 in the lane L in operation.
The position measurement unit 1001 of the lane control device 10 makes a plurality of azimuths (a plurality of scan angles φ) in one scan each time the detection light is scanned in each of the first laser scanner 111 a and the second laser scanner 111 b. A plurality of detection results (scanning angle φ, time difference Δt) by the projected detection light are acquired. Then, the position measurement unit 1001 specifies detection positions (Xa, Ya, Za) and (Xb, Yb, Zb) corresponding to each of the acquired detection results each time one scan is completed.

The vehicle entry determination unit 1002 of the lane control device 10 determines whether or not a predetermined number or more of detection positions (Xa, Ya, Za) by the first detection light P1 are equal to or more than the determination threshold Zth (step S01). Specifically, the vehicle approach determination unit 1002 first acquires detection positions (Xa, Ya, Za) of each of the plurality of first detection lights P1 projected by the first laser scanner 111a in a single scan. Then, the vehicle entry determination unit 1002 determines whether or not the Z-axis component Za of the predetermined number (for example, five) or more of the detected positions is equal to or greater than the determination threshold Zth.
When the predetermined number of detection positions (Xa, Ya, Za) by the first detection light P1 does not reach the determination threshold Zth or more (step S01: NO), the vehicle entry determination unit 1002 determines that the vehicle A is within the specified range. It does not judge that it has entered XR. In this case, the vehicle entry determination unit 1002 repeatedly performs the determination process of step S01.

When the predetermined number or more of detection positions (Xa, Ya, Za) by the first detection light P1 have a height equal to or more than the determination threshold Zth (step S01: YES), the vehicle entry determination unit 1002 determines that the vehicle A is within the specified range. It determines that it has entered XR. In this case, the antenna control unit 1004 outputs a command signal for radio wave transmission to the roadside antenna 11 (antenna main body 110). As a result, transmission of radio waves from the roadside antenna 11 is started (step S02).
After the radio wave is transmitted, the lane control device 10 immediately performs wireless communication with the on-vehicle device mounted on the vehicle A, and exchanges information (personal identification information and the like) necessary for collecting the charge. The toll collection process via wireless communication is as known, and thus the detailed description is omitted.

  Next, the vehicle departure determination unit 1003 of the lane control device 10 determines whether or not the predetermined number of detection positions (Xb, Yb, Zb) by the second detection light P2 is equal to or more than the determination threshold Zth. To do (step S03). Specifically, the vehicle approach determination unit 1002 first obtains detection positions (Xb, Yb, Zb) of each of the plurality of second detection lights P2 projected by the second laser scanner 111b in a single scan. Then, the vehicle departure determination unit 1003 determines whether or not the Z-axis component Zb of the predetermined number (for example, five) or more of the detected positions is equal to or greater than the determination threshold Zth.

When the detection position (Xb, Yb, Zb) of the predetermined number or more by the second detection light P2 does not reach the determination threshold Zth or more (step S03: NO), the vehicle departure determination unit 1003 It is determined that the end on the + X direction side has not reached the end X2 on the back side (+ X direction side) in the lane direction of the defined range XR. Then, the vehicle departure determination unit 1003 repeatedly performs the determination process of step S03.
When the detection position (Xb, Yb, Zb) of the predetermined number or more by the second detection light P2 is the height of the determination threshold Zth or more (step S03: YES), the vehicle departure determination unit 1003 determines that the head of the vehicle A is It is determined that the end X2 on the back side (+ X direction side) of the specified range XR in the lane direction has been reached. In this case, subsequently, the vehicle departure determination unit 1003 determines whether all the detection positions (Xb, Yb, Zb) by the second detection light P2 have a height smaller than the determination threshold Zth (step S04). ).
When all detection positions (Xb, Yb, Zb) by the second detection light P2 do not have a height less than the determination threshold Zth (step S04: NO), the vehicle departure determination unit 1003 determines that the vehicle A is within the defined range XR. It does not judge that it has left. In this case, the vehicle departure determination unit 1003 determines that the vehicle A is still traveling in the specified range XR, and repeatedly performs the determination process of step S04.
On the other hand, when all the detection positions (Xb, Yb, Zb) by the second detection light P2 are less than the determination threshold Zth (step S04: YES), the vehicle departure determination unit 1003 defines the vehicle A. It is determined that the range XR has been exited. In this case, the antenna control unit 1004 outputs a command signal for stopping the radio wave to the roadside antenna 11 (the antenna main body 110). Thereby, the radio wave transmitted from the roadside antenna 11 is stopped (step S05).

(Action / effect)
As described above, the roadside antenna 11 according to the first embodiment includes the antenna main body 110 forming the stable communication area F1 capable of performing stable wireless communication with the vehicle A traveling in the lane L by transmission of radio waves. The first laser scanner 111 a and the second laser scanner 111 b attached to the antenna main body 110 are provided. The first laser scanner 111a and the second laser scanner 111b scan the detection light along the ends X1 and X2 of the defined range XR defined as the range on the lane L included in the stable communication area F1. , Is attached to the antenna body 110.

FIG. 7 is a diagram for explaining the operation and effects of the roadside antenna according to the first embodiment.
Hereinafter, the operation and effects of the roadside antenna 11 having the above features will be described with reference to FIG.

According to the roadside antenna 11 having the above characteristics, the lane control device 10 determines that the vehicle A has entered the defined range XR at the timing when the vehicle A reaches the position α1 shown in FIG. 7 (step S01 in FIG. 6: YES). That is, at the timing when the vehicle A traveling in the lane L reaches the position α1, the height of the detection position Q1 by the first detection light P1 becomes equal to or greater than the determination threshold Zth and transmission of radio waves from the roadside antenna 11 is started (see FIG. Step S02 of 6). Then, radio waves are emitted at the timing when the lower end of the windshield of the vehicle A (the position where the installation of the antenna of the vehicle-mounted device is assumed) enters the stable communication area F1 (see FIG. 7).
Similarly, the lane control device 10 determines that the vehicle A has left the defined range XR at the timing when the vehicle A reaches the position α2 shown in FIG. 7 (step S04 in FIG. 6: YES). That is, at the timing when the vehicle A traveling in the lane L reaches the position α2, the height of the detection position Q2 by the second detection light P2 becomes less than the determination threshold Zth, and the radio wave transmitted from the roadside antenna 11 is stopped. (Step S05 in FIG. 6). Then, the radio wave is stopped at the timing when the stern (end on the -X direction side) of the vehicle A just leaves the stable communication area F1 (see FIG. 7).

  As described above, according to the roadside antenna 11 according to the first embodiment, the detection light beams projected from the respective laser scanners are projected along the boundary between the stable communication area F1 and the unstable communication area F2. Ru. Therefore, the spatial deviation between the boundary between the stable communication area F1 and the unstable communication area F2 formed by the antenna body 110 and the end of the defined area XR where the laser scanner determines entrance and exit of the vehicle is reduced. Be done. Thus, the lane control device 10 can transmit radio waves at an appropriate timing without excess or deficiency in accordance with the travel of the vehicle A.

In addition, the roadside antenna 11 according to the present embodiment includes two, the first laser scanner 111a and the second laser scanner 111b. The first laser scanner 111a is located in front of the specified range XR in the lane direction It is attached to scan the first detection light P1 along the end X1 located on the side. Further, the second laser scanner 111b is attached so as to scan the second detection light P2 along the end X2 located on the back side in the lane direction among the ends of the defined range XR.
By doing this, the spatial deviation between the boundary on the front side in the lane direction of the stable communication area F1 and the end X1 at which the first laser scanner 111a determines the entrance of the vehicle A is reduced. Further, the spatial deviation between the boundary in the lane direction of the stable communication area F1 and the end X2 where the second laser scanner 111b determines that the vehicle A is leaving is reduced.

Further, the toll collection system 1 according to the present embodiment measures the detection position of the vehicle A by the roadside antenna 11 described above and the detection light (the first detection light P1 and the second detection light P2) projected by the laser scanner. A position measurement unit 1001, a determination unit (vehicle entry determination unit 1002, vehicle exit determination unit 1003) that determines whether or not the vehicle A is traveling in the specified range XR based on the measured position detected; The antenna control unit 1004 causes the antenna body 110 to emit radio waves while traveling in the specified range XR.
In this way, based on the detected position of the vehicle A detected by each laser scanner, it is determined whether or not the vehicle A is traveling in the specified range XR. It is possible to control transmission and stop of radio waves at appropriate timing.

Further, in the toll collection system 1 according to the present embodiment, the vehicle A travels the specified range XR based on the comparison between the height of the detection position (Z-axis component Za, Zb) and the determination threshold Zth defined in advance. It is determined whether or not it is medium.
In this way, entry and exit of the vehicle A is determined based on the determination result as to whether or not the detected height of the vehicle A is equal to or greater than (less than) the determination threshold Zth. And false detection of entry and exit of the vehicle A caused by dust and the like can be suppressed.

  As described above, according to the roadside antenna 11 according to the first embodiment, it is possible to control transmission and stop of radio waves at appropriate timing with respect to a traveling vehicle.

Although the roadside antenna 11 according to the first embodiment includes two of the first laser scanner 111a and the second laser scanner 111b, the other embodiments are limited to this mode. I will not. For example, the roadside antenna 11 according to another embodiment may have a mode in which only one of the first laser scanner 111a and the second laser scanner 111b is attached.
For example, even if the roadside antenna 11 includes only the first laser scanner 111a, at least the first detection light P1 detects entry of the vehicle A into the defined range XR at an appropriate timing without excess or deficiency. can do. Further, even in the aspect where the roadside antenna 11 includes only the second laser scanner 111b, at least the second detection light P2 detects leaving of the vehicle A from the defined range XR at an appropriate timing without excess or deficiency. can do.

Further, in actual operation of the toll collection system, various devices, sensors and the like may be installed on the island for the purpose of vehicle type determination processing (number of axles detection) and presentation of charge amount. In this case, especially in a toll booth of a short island with a short island length, there is assumed a case where the construction of a toll collection system becomes physically difficult due to the restriction of the area where devices, sensors, etc. can be installed on the island. Ru.
On the other hand, according to the roadside antenna 11 according to the first embodiment, the vehicle detection means (the first laser scanner 111a and the second laser scanner 111b) for detecting the entrance and exit of the vehicle with respect to the defined range XR comprises the antenna body It is arranged above the lane L together with 110. Therefore, since the vehicle detection means need not be installed on the island I, the number of devices installed on the island I can be reduced.

(How to install the roadside antenna)
FIG. 8 is a view showing a method of installing the roadside antenna according to the first embodiment.
Next, the flow of the method of installing the roadside antenna according to the first embodiment will be described with reference to FIG.

When installing the new toll collection system 1, the construction worker prepares the roadside antenna 11 in which the first laser scanner 111a and the second laser scanner 111b are attached to the antenna body 110 (step S11).
Here, the attachment angles (θ-θa, θb-θ) (see FIG. 4) of the first laser scanner 111a and the second laser scanner 111b with respect to the antenna main body 110 are the measurement results and simulation results in advance for the stable communication area F1. It shall be properly adjusted based on etc.

  Next, the person in charge of construction defines, on the lane L where the roadside antenna 11 is to be installed, the ends X1 and X2 of the range (specified range XR) in which wireless communication with the roadside antenna 11 should be performed (step S12) .

  Next, the construction person in charge scans the end X1 in the lane width direction with the first detection light P1 projected from the first laser scanner 111a and the second detection projected from the second laser scanner 111b. The installation position and the installation angle of the roadside antenna 11 are adjusted so that the light P2 scans the end X2 in the lane width direction (step S13).

Here, a person in charge of construction of a general roadside antenna usually includes the entire range (the entire range of the prescribed range XR) in the stable communication area F1 while checking the radio wave intensity using an electromagnetic field sensor or the like. Install the roadside antenna. However, as described above, the boundary between the stable communication area F1 and the unstable communication area F2 is vague due to the characteristics of radio waves, and may vary depending on environmental conditions, so much effort is required to adjust the installation position and installation angle It takes
On the other hand, by installing the roadside antenna 11 in the above-described procedure (steps S11 to S13), the person in charge of construction installs the installation position while aligning the detection light projected and scanned from each laser scanner, Adjust the installation angle. As a result, the labor required for adjusting the installation position and the installation angle can be significantly reduced.
In particular, the person in charge of construction of the roadside antenna aligns the first detection light P1 with the end X1 on the near side of the specified range XR in the lane direction, and the second detected light P2 with the lower end in the lane direction of the specified range XR. Alignment with the end X2 can be performed at one time. As a result, the labor required for adjusting the installation position and installation angle of the roadside antenna 11 can be further reduced.

In the installation method of the roadside antenna shown in FIG. 8, the installation position of the roadside antenna 11 so that the first detection light P1 scans the end X1 and the second detection light P2 scans the end X2. Although the installation is described while adjusting the installation angle, the embodiment is not limited to this aspect in other embodiments.
For example, in another embodiment, only the end X1 is defined in step S12, and the first detection light P1 is disposed so as to scan the end X1 in step S13, so that the second detection light P2 is The position on the lane L to be scanned may be defined as "end X2".
By doing this, it is possible to further reduce the load required to adjust the installation position and installation angle of the roadside antenna 11 with respect to the lane L.

Second Embodiment
Next, a toll collection system according to a second embodiment will be described with reference to FIGS. 9 to 12. The configurations of the toll collection system and the roadside antenna according to the second embodiment are the same as those of the first embodiment (FIGS. 1 to 4), and thus the illustration thereof is omitted.

The functional configuration of the lane control device 10 according to the second embodiment is the same as that of the first embodiment (FIG. 5).
However, the vehicle approach determination unit 1002 according to the second embodiment acquires, from the position measurement unit 1001, the detection position (Xa, Ya, Za) of the vehicle A identified through the first detection light P1. Then, the vehicle approach determination unit 1002 determines that the vehicle A has entered the specified range XR when the height of the detected position (Z-axis component Za) is equal to or greater than the approach determination threshold Zth1 defined in advance. . Here, the “entry determination threshold Zth1” is the same determination threshold as the determination threshold Zth in the first embodiment and is, for example, a road surface height equivalent to the lower end of the windshield of a main vehicle traveling in the lane L The height is defined to be about 70 cm to 100 cm.
Further, the vehicle departure determination unit 1003 according to the second embodiment acquires, from the position measurement unit 1001, the detection position (Xb, Yb, Zb) of the vehicle A specified through the second detection light P2. Then, when the height of the detected position (Z-axis component Zb) becomes equal to or larger than the exit determination threshold Zth2, the vehicle exit determination unit 1003 determines that the vehicle A has exited from the defined range XR. Here, the vehicle exit determination unit 1003 according to the present embodiment determines that “the exit determination threshold Zth2” is the height of the detection position of the vehicle A acquired through the first detection light P1 (Z axis component Za). Determined based on the maximum height (maximum value Zm). More specifically, the vehicle exit determination unit 1003 sets the height obtained by subtracting the predetermined offset value ΔZ from the maximum value Zm as the exit determination threshold Zth2.

(Processing flow of lane controller)
FIG. 9 is a diagram showing a processing flow of the lane control device according to the second embodiment.
Moreover, FIG. 10 is a figure for demonstrating the process of the lane control apparatus based on 2nd Embodiment.
The flow of processing performed by the lane control device 10 according to the second embodiment will be described below with reference to FIGS. 9 and 10.

The processing flow shown in FIG. 9 is repeatedly executed by the lane control device 10 in the lane L in operation.
As in the first embodiment, the position measurement unit 1001 of the lane control device 10 performs a plurality of scanning operations each time the detection light is scanned in each of the first laser scanner 111a and the second laser scanner 111b. A plurality of detection results (scanning angle φ, time difference Δt) by each of the detection lights projected in the azimuth are acquired. Then, the position measurement unit 1001 specifies a plurality of detection positions (Xa, Ya, Za) and (Xb, Yb, Zb) corresponding to each of the acquired detection results each time one scan is completed.

The vehicle entry determination unit 1002 of the lane control device 10 determines whether or not the detection position (Xa, Ya, Za) of the predetermined number or more by the first detection light P1 is a height equal to or greater than the entry determination threshold Zth1. (Step S21).
When the detection position (Xa, Ya, Za) of the predetermined number or more by the first detection light P1 does not reach the height for determination threshold Zth1 for entry (step S21: NO), the vehicle entry determination unit 1002 determines that the vehicle A is It is not determined that the vehicle has entered the specified range XR. In this case, the vehicle approach determination unit 1002 repeatedly performs the determination process of step S21.

  When the detection position (Xa, Ya, Za) of the predetermined number or more by the first detection light P1 has a height equal to or more than the determination threshold Zth1 for entry (step S21: YES), the vehicle entry determination unit 1002 determines that the vehicle A is It is determined that the vehicle has entered the specified range XR. In this case, the antenna control unit 1004 outputs a command signal for radio wave transmission to the roadside antenna 11 (antenna main body 110). As a result, transmission of radio waves from the roadside antenna 11 is started (step S22).

Next, the vehicle exit determination unit 1003 of the lane control device 10 acquires the detection position (Xa, Ya, Za) measured by the first detection light P1 of the first laser scanner 111a through the position measurement unit 1001. The maximum value Zm of the current height (Z-axis component Za) is specified (step S23).
Furthermore, the vehicle departure determination unit 1003 determines a value obtained by subtracting a predetermined offset value ΔZ from the maximum value Zm of the heights of the detection positions (Xa, Ya, Za) specified in step S23 as a departure determination threshold Zth2 Step S24).
Then, the vehicle departure determination unit 1003 determines whether or not the detection positions (Xb, Yb, Zb) of the predetermined number or more by the second detection light P2 have a height equal to or more than the exit determination threshold Zth2 determined in step S24. It determines (step S25).
If the predetermined number or more of detection positions (Xb, Yb, Zb) by the second detection light P2 does not reach the exit determination threshold Zth2 or more (step S25: NO), the vehicle exit determination unit 1003 proceeds to step S23. Returning, the process of steps S23 to S25 is repeated. On the other hand, when the predetermined number or more of detection positions (Xb, Yb, Zb) by the second detection light P2 are higher than the exit determination threshold Zth2 (step S25: YES), the vehicle exit determination unit 1003 It is determined that A has left the specified range XR. In this case, the antenna control unit 1004 outputs a command signal for stopping the radio wave to the roadside antenna 11 (the antenna main body 110). Thereby, the radio wave transmitted from the roadside antenna 11 is stopped (step S26).

  Here, the process of steps S21 to S26 described above will be described in detail with reference to FIG.

  FIG. 10 is a graph in which the vertical axis represents the height (Z-axis component Za, Zb) of the detection position of each detection light and the horizontal axis represents time. When the vehicle A travels in the lane L, as shown in FIG. 10, a time series (first time-series information U1) of the height (Z-axis component Za) of the detection position of the vehicle A by the first detection light P1; A time series (second time series information U2) of the height (Z-axis component Zb) of the detection position of the vehicle A by the second detection light P2 is obtained.

When the vehicle A enters the lane L, first, at time t0, the first detection light P1 detects the head of the vehicle A (see first time-series information U1). At this point in time, the height of the detection position (Z-axis component Za) is not equal to or greater than the entrance determination threshold Zth1 (step S21: NO), so no radio wave is transmitted from the roadside antenna 11.
Thereafter, when the vehicle A travels further in the lane direction (+ X direction) and the height of the detected position becomes equal to or greater than the entrance determination threshold Zth1 at time t1 (step S21: YES), radio waves are emitted from the roadside antenna 11. (Step S22).

  Further, according to the first time-series information U1, after the height of the detection position (Z-axis component Za) monotonously increases from time t1 to time t2 with further traveling of the vehicle A, from time t2 to time t3 The height of the detection position is monotonously decreased. During times t1 to t3, the vehicle departure determination unit 1003 specifies the maximum value Zm of the height of the detection position detected at time t2 while repeatedly executing steps S23 to S24 (step S23), and the maximum value The exit determination threshold Zth2 is determined by subtracting a predetermined offset value ΔZ from Zm (step S24).

Thereafter, as the vehicle A continues traveling, the second detection light P2 detects the head of the vehicle A at time t4 (see the second time-series information U2). At this time, the height of the detection position (Z-axis component Zb) is not equal to or greater than the exit determination threshold Zth2 determined at time t2 (step S24) (step S25: NO), so the roadside antenna 11 transmits The radio wave being sent is not stopped.
Thereafter, when the vehicle A travels further in the lane direction (+ X direction) and the height of the detected position becomes equal to or greater than the exit determination threshold Zth2 at time t5 (step S25: YES), the roadside antenna 11 transmits The radio wave is stopped (step S26).

(Action / effect)
As described above, the lane control device 10 according to the second embodiment detects the detected position (Xa, Ya, Ya, A) of the vehicle A through the first detection light P1 projected to the end X1 on the front side in the lane direction of the specified range XR. When the height (Za) of the detected position becomes equal to or greater than a predetermined entry determination threshold Zth1 while acquiring Za), it is determined that the vehicle A has entered the defined range XR.
Further, the lane control device 10 acquires the detection position (Xb, Yb, Zb) of the vehicle A through the second detection light P2 projected to the end X2 on the back side in the lane direction of the defined range XR, and also detects the detection position. When the height (Zb) of the position becomes equal to or greater than the exit determination threshold Zth2, it is determined that the vehicle A has exited from the defined range XR. Here, the lane control device 10 determines the exit determination threshold Zth2 based on the maximum height Zm of the height (Za) of the detection position of the vehicle A acquired through the first detection light P1.

FIG. 11 and FIG. 12 are a first view and a second view, respectively, for explaining the action and effect of the roadside antenna according to the first embodiment.
FIG. 11 shows an example in which a vehicle A which is an ordinary car travels in the lane L, and FIG. 12 shows an example in which a vehicle B which is a large car (tourist bus) travels in the lane L.
Hereinafter, the operation and effects of the lane control device 10 having the above features will be described with reference to FIGS. 11 and 12.

The lane control device 10 having the above-described characteristics determines that the vehicle A has entered the defined range XR at the timing when the vehicle A, which is an ordinary vehicle, has reached the position α1 shown in FIG. 11 (step S21 in FIG. 9: YES). That is, at the timing when the vehicle A traveling in the lane L reaches the position α1, the height of the detection position Q1 by the first detection light P1 becomes equal to or greater than the entrance determination threshold Zth1 and transmission of radio waves from the roadside antenna 11 is started. (Step S22 of FIG. 9). Then, the radio wave is transmitted at the timing when the vehicle-mounted device installed around the lower end of the windshield of the vehicle A just enters the stable communication area F1 (see FIG. 11).
Similarly, the lane control device 10 determines that the vehicle A has left the defined range XR at the timing when the vehicle A reaches the position α2 ′ shown in FIG. 11 (step S25 in FIG. 9: YES). That is, at the timing when the vehicle A traveling in the lane L reaches the position α2 ′, the height of the detection position Q2 by the second detection light P2 becomes equal to or greater than the exit determination threshold Zth2, and the radio wave transmitted from the roadside antenna 11 is It is stopped (step S26 in FIG. 9). Here, the exit determination threshold Zth2 is a height obtained by subtracting a predetermined offset value ΔZ from the maximum height (maximum value Zm) acquired through the first detection light P1. As a result, the exit determination threshold Zth2 has a height equivalent to the upper end of the windshield of the main vehicle traveling in the lane L. Therefore, the radio wave is stopped at the timing when the upper end of the windshield of the vehicle A just leaves the stable communication area F1 (see FIG. 11).

Further, the lane control device 10 having the above characteristics determines that the vehicle B has entered the defined range XR at the timing when the vehicle B, which is a large vehicle, reaches the position β1 shown in FIG. 12 (step S21 in FIG. 9: YES) ). Then, a radio wave is transmitted at the timing when the vehicle-mounted device installed around the lower end of the windshield of vehicle B, which is a large vehicle, enters the stable communication area F1 (see FIG. 12).
Similarly, the lane control device 10 determines that the vehicle B has left the defined range XR at the timing when the vehicle B reaches the position β2 shown in FIG. 12 (step S25 in FIG. 9: YES). That is, at the timing when the vehicle B traveling in the lane L reaches the position β2, the height of the detection position Q2 by the second detection light P2 becomes equal to or greater than the exit determination threshold Zth2, and the radio wave transmitted from the roadside antenna 11 stops. (Step S26 in FIG. 9). Thereby, even in the case of a large vehicle (vehicle B), the radio wave is stopped at the timing when the upper end of the windshield just leaves the stable communication area F1 (see FIG. 12).

  When the vehicle exit determination unit 1003 determines the exit determination threshold Zth2, it is not necessary to acquire the detection position by the first detection light P1 over the entire body of the traveling vehicle. For example, in the example shown in FIG. 12, the first detection light P1 detects only a range of a part (from the detection position Q1 to the detection position Q1 ') of the vehicle body of the vehicle B near the vehicle head. As described above, when the vehicle length of a traveling vehicle is large, the vehicle exit determination unit 1003 determines the maximum height specified from among the detected positions detected for a partial range near the head of the vehicle (maximum Based on the value Zm), the exit determination threshold Zth2 is determined.

As described above, according to the lane control device 10 according to the second embodiment, the second detection light P2 causes the second detection light P2 to have a predetermined height (exit determination threshold Zth2) according to the height of the traveling vehicle A (vehicle B). When the) is detected, the transmission of radio waves is stopped.
Here, the antenna of the vehicle-mounted device mounted in the vehicle is usually attached somewhere on the windshield (near the head of the vehicle). Further, according to a general vehicle body shape of the vehicle, when the maximum height of the vehicle is detected, it can be determined that the windshield of the vehicle has already passed. Therefore, by having the above-described features, radio waves can be transmitted at even more appropriate timings according to the time when the windshield of the vehicle belongs to the stable communication area F1.
In particular, in the case of a vehicle having a large vehicle length (vehicle B), it is possible to stop radio waves without waiting for the driver to pass through the vehicle within the specified range XR.

Further, the lane control device 10 according to the second embodiment sets a height obtained by subtracting a predetermined offset value ΔZ from the maximum height (maximum value Zm) as the exit determination threshold Zth2.
By doing this, it is possible to make the exit determination threshold Zth2 a height equivalent to the upper end of the windshield based on the offset value ΔZ. Therefore, radio waves can be transmitted at an appropriate timing without excess or deficiency according to the time when the windshield of the traveling vehicle (vehicle A, vehicle B) belongs to the stable communication area F1.

Further, in the second embodiment, the entrance determination threshold Zth1 is defined in advance as the height equivalent to the lower end of the windshield of the vehicles A and B traveling in the lane L.
By doing this, the entrance determination threshold Zth1 can be set to a height equivalent to the lower end of the windshield. Therefore, radio waves can be transmitted at an appropriate timing without excess or deficiency according to the time when the windshield of the traveling vehicle (vehicle A, vehicle B) belongs to the stable communication area F1.

  As described above, according to the lane control device 10 according to the second embodiment, it is possible to control transmission and stop of radio waves at appropriate timing with respect to a traveling vehicle.

<Modification of Second Embodiment>
Next, a toll collection system according to a modification of the second embodiment will be described with reference to FIG.

  The toll collection system 1 according to the modification of the second embodiment does not have the first laser scanner 111a and the second laser scanner 111b, but instead has a first vehicle detector 111a 'and a second vehicle installed on an island. A detector 111b 'is provided.

The first vehicle detector 111 a ′ and the second vehicle detector 111 b ′ are transmission type vehicle detectors installed on the island I. The first vehicle detector 111a 'and the second vehicle detector 111b' are generally well-known transmission type vehicle detectors, and have a housing extending in the height direction, and A plurality of light portions and light receiving portions are arranged in the height direction. The first vehicle detector 111a 'and the second vehicle detector 111b', which are of the transmission type, are installed so that the light emitting unit and the light receiving unit face each other across the lane L. The light receiving unit provided in one of the islands I detects the detection light itself (transmitted light) emitted from the light emitting unit provided in the other island I.
The first vehicle detector 111a ′ is installed at the end X1 in the lane direction (± X direction), and the plurality of first detection lights P1 ′ arranged in the height direction (± Z direction) are arranged in the lane width direction (+ Y Light).
Similarly, the second vehicle detector 111b ′ is installed at an end X2 in the lane direction (± X direction), and the lane width of the plurality of second detection lights P2 ′ arranged in the height direction (± Z direction) Project light in the direction (+ Y direction).

  The process of the lane control device 10 according to the modification of the second embodiment is the same as that of the lane control device 10 according to the second embodiment (the process flow shown in FIG. 9), and specifically, It is.

The lane control device 10 (vehicle entry determination unit 1002) according to the modification of the second embodiment determines that the height of the detection position Q1 ′ of the vehicle A by the first detection light P1 ′ is equal to or greater than the entry determination threshold Zth1. In this case, it is determined that the vehicle A has entered the defined range XR (step S21 in FIG. 9: YES). Thus, the lane control device 10 starts the transmission of radio waves from the roadside antenna 11 (step S22 in FIG. 9).
The lane control device 10 (vehicle exit determination unit 1003) acquires the maximum value Zm of the height of the detection position Q1 ′ of the vehicle A by the first detection light P1 ′ as the vehicle A travels (step in FIG. 9) S23) The exit determination threshold Zth2 is determined by subtracting a predetermined offset value ΔZ from the maximum value Zm (step S24 in FIG. 9).
The lane control device 10 (vehicle exit determination unit 1003) determines that the height of the detection position Q2 'of the vehicle A by the second detection light P2' is equal to or greater than the exit determination threshold Zth2 determined as described above. In this case, it is determined that the vehicle A has left the defined range XR (step S25 in FIG. 9: YES). Thus, the lane control device 10 stops the transmission of radio waves from the roadside antenna 11 (step S26 in FIG. 9).

  As described above, as the lane control device 10 according to the modification of the second embodiment, generally known vehicle detectors (first vehicle detector 111a 'and second vehicle detector 111b') are used. Even in the aspect, based on the processing flow similar to that of the second embodiment, it is possible to control transmission and stop of radio waves at an appropriate timing with respect to a traveling vehicle.

That is, the toll collection system 1 according to the second embodiment and the modification thereof throws off the detection light (the first detection lights P1 and P1 ′) projected to the end X1 on the front side in the lane direction of the specified range XR. A first vehicle detection unit (a first laser scanner 111a and a first vehicle detector 111a ') having a light unit and a light receiving unit is provided. Further, the toll collection system 1 is a second vehicle having a light emitter and a light receiver for the detection light (second detection lights P2 and P2 ') projected to the end X2 on the back side in the lane direction of the defined range XR. And detection means (a second laser scanner 111b, a second vehicle detector 111b ').
The specific aspect of the "first vehicle detection means" is not limited to the first laser scanner 111a and the first vehicle detector 111a ', and may be, for example, a reflection type vehicle detector. It may be a laser scanner installed on the island I.
The same applies to the specific aspect of the “second vehicle detection means”.

(Other modifications)
As mentioned above, although the toll collection system 1 which concerns on 1st, 2nd embodiment (and its modification) was demonstrated, the specific aspect of the toll collection system 1 which concerns on each above-mentioned embodiment is limited to the above-mentioned thing. It is possible to add various design changes without departing from the scope of the present invention.

For example, in each of the embodiments described above, a value obtained by subtracting a predetermined offset value ΔZ from the maximum value Zm of the height of the detection position by the first detection light P1 (P1 ′) is regarded as the height equivalent to the upper end of the windshield. Although it has been described that the exit determination threshold Zth2 is determined, other embodiments are not limited to this aspect.
That is, the lane control device 10 according to the other embodiment is, for example, simply regarding the maximum value Zm itself of the height of the detection position by the first detection light P1 (P1 ') as the height equivalent to the upper end of the windshield, and exits. The determination threshold value Zth2 may be used. Even in such a mode, it is possible to control transmission and stop of radio waves at an appropriate timing with respect to a traveling vehicle.

In addition, the vehicle entry determination unit 1002 of the lane control device 10 according to the first and second embodiments (and their modifications) has a predetermined number or more of detection positions (Xa, Ya, Za) by the first detection light P1. In the case where the height is equal to or greater than the determination threshold Zth (Zth1), it has been described that it is determined that the vehicle A has entered the specified range XR. However, other embodiments are not limited to this aspect.
For example, in the vehicle entry determination unit 1002 according to another embodiment, a predetermined number or more of detection positions (Xa, Ya, Za) by the first detection light P1 is equal to or greater than the determination threshold Zth (Zth1) and a predetermined upper limit value. When it belongs to the range of Zth_max or less, it may be determined that the vehicle A has entered the defined range XR. Here, the upper limit value Zth_max is defined as a value larger than the determination threshold Zth (Zth1).
For example, the case where a flying object (a bird, a piece of paper, etc.) passes below the first laser scanner 111a at an extremely narrow interval will be described. In this case, since the distance between the flying object (a bird, a piece of paper, etc.) and the first laser scanner 111a is narrow, the flying object is selected from the plurality of detection lights projected from the first laser scanner 111a in one scan. The number of detection lights to be irradiated increases. Then, in the case of the first and second embodiments (and their modifications), the condition that the predetermined number or more of detection positions (Xa, Ya, Za) are equal to or higher than the determination threshold Zth (Zth1) will be satisfied. False detection of entry may occur.
Therefore, as described above, the upper limit value Zth_max is defined in the entry detection process of the vehicle A, and only the detection position which is equal to or less than the upper limit value Zth_max is made erroneous. False detection of entry due to flying objects such as birds Can be suppressed.
Note that the aspect of the entry detection process according to the other embodiment (setting only the detection position that is equal to or less than the upper limit Zth_max) is applied to the exit detection process by the second detection light P2 of the second laser scanner 111b. It is possible.

  In each of the above-described embodiments, the processes of various processes of the lane control device 10 described above are stored in a computer readable recording medium in the form of a program, and the computer reads and executes the program. The various processes described above are performed. The computer readable recording medium refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, and the like. Alternatively, the computer program may be distributed to a computer through a communication line, and the computer that has received the distribution may execute the program.

The program may be for realizing a part of the functions described above. Furthermore, it may be a so-called difference file (difference program) that can realize the above-described functions in combination with a program already recorded in the computer system.
In addition, the lane control device 10 may be configured by a single computer having all the respective functions, or may be configured by a plurality of computers having a part of the respective functions and communicably connected to each other. It may be done.

  As mentioned above, although some embodiments concerning the present invention were described, all these embodiments are shown as an example, and it is not intending limiting the range of an invention. These embodiments can be implemented in other various forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and the modifications thereof are included in the invention described in the claims and the equivalents thereof as well as included in the scope and the gist of the invention.

1 Toll collection system (wireless communication system)
10 lane controller 100 CPU
1001 position measurement unit 1002 vehicle entry determination unit 1003 vehicle exit determination unit 1004 antenna control unit 101 connection interface 11 roadside antenna 110 antenna main body 111a first laser scanner (first vehicle detection means)
111b Second laser scanner (second vehicle detection means)
111a 'first vehicle detector (first vehicle detector)
111b 'second vehicle detector (second vehicle detector)

Claims (6)

An antenna body that forms a stable communication area capable of performing stable wireless communication with a vehicle traveling in a lane by transmitting radio waves;
A laser scanner attached to the antenna body;
Equipped with
A roadside antenna mounted on the antenna main body such that the laser scanner scans detection light along an end of a defined range defined as a range on the lane included in the stable communication area. A first laser scanner which is the laser scanner, and a second laser scanner;
The first laser scanner is attached so as to scan the first detection light along an end portion of the end portion of the defined range which is located on the front side in the lane direction.
2. The roadside antenna according to claim 1, wherein the second laser scanner is attached to scan the second detection light along an end portion of the end portion of the defined range located on the back side in the lane direction. A roadside antenna according to claim 1 or 2;
A position measurement unit that measures a detection position of the vehicle by the detection light emitted by the laser scanner;
A determination unit that determines whether the vehicle is traveling in the specified range based on the detected position measured;
An antenna control unit that causes radio waves to be emitted from the antenna body while the vehicle travels in the specified range;
A wireless communication system comprising: The determination unit is
The wireless communication system according to claim 3, wherein whether or not the vehicle is traveling in the specified range is determined based on the comparison between the height of the detected position and a predetermined determination threshold. Preparing a roadside antenna having a laser scanner attached to an antenna main body forming a stable communication area capable of performing stable wireless communication with a vehicle traveling in a lane by transmitting a radio wave;
Defining on the lane a prescribed range which is a range on the lane included in the stable communication area;
Placing the roadside antenna such that detection light emitted by the laser scanner is scanned along an edge of the defined range;
Of the roadside antenna with In the step of attaching the laser scanner,
Attaching a first laser scanner as the laser scanner and a second laser scanner to the antenna main body;
In the installation step,
The first detection light of the first laser scanner is scanned along the end portion of the end portion of the defined range located on the front side in the lane direction, and the end portion of the defined range is positioned on the back side in the lane direction The method for installing the roadside antenna according to claim 5, wherein the roadside antenna is installed so that the second detection light of the second laser scanner is scanned along the end portion.

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