JP2019133392A - Vehicle operation system, in-vehicle device, traffic determination method - Google Patents

Abstract

To allow for providing information on whether or not to enter a narrow area.SOLUTION: A vehicle operation system includes a plurality of in-vehicle devices mounted on separate vehicles. Each of the plurality of in-vehicle devices includes: a storage part for storing narrow area information indicating a position of a narrow area where it is difficult for vehicles to pass each other; a relative identification part for identifying a relative positional relationship with the narrow area with reference to the narrow area information; a communication part for communicating with the other in-vehicle devices existing in a range where radio waves can be transmitted and received; a traffic determination part for determining whether or not the narrow area has been entered based on the relative positional relationship, and whether or not to pass the narrow area preferentially based on the presence or absence of the communication or information obtained by the communication before entering the narrow area; and an interface for outputting a notification signal based on a signal indicating the determination of the traffic determination part.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle operation system, an in-vehicle device, and a traffic determination method.

  Due to the improvement of computer computing power and the development of communication networks, a wide range of attempts have been made to improve convenience by transmitting and receiving information on traffic vehicles. Patent Document 1 discloses a current position detection unit that detects the current position of the own bus, and own bus route data storage that stores own bus route data for obtaining an arrival time from the current position to the transfer bus stop on the own bus route. A transmission / reception unit that forms a wireless inter-terminal network with a relay function together with a terminal device provided along the own bus route and the transfer bus route, and a terminal device on another bus of the transfer bus route, and the current position detection unit The arrival time calculation unit that calculates the arrival time from the current position to the transfer bus stop based on the current position detected by the local bus route data and the transfer bus stop by communication via the wireless terminal-equipped network with the relay function The arrival time exchange unit that exchanges the arrival time with terminal devices on other buses on the transfer bus route, and the arrival time calculation unit A transfer support unit that performs a transfer support process for supporting transfer at the transfer bus stop based on the arrival time and the arrival time of the other bus acquired by the arrival time transfer unit. A bus-mounted terminal device is disclosed.

JP 2005-227869 A

  In the invention described in Patent Document 1, it is not possible to provide information on whether or not to enter a narrow area.

The vehicle operation system according to the first aspect of the present invention is a vehicle operation system including a plurality of in-vehicle devices mounted on separate vehicles, each of the plurality of in-vehicle devices being a narrow area where it is difficult to pass the vehicle. A storage unit that stores narrow area information indicating the position of the narrow area, a relative identification unit that identifies a relative positional relationship with the narrow area by referring to the narrow area information, and the other existing in a range where radio waves can be transmitted and received Based on the communication unit that communicates with the in-vehicle device and whether or not the narrow area is entered based on the relative positional relationship, before entering the narrow area, the presence or absence of the communication, or obtained by the communication A traffic determination unit that determines whether or not to pass the narrow area preferentially based on information, and an interface that outputs a signal for notification based on a signal indicating the determination of the traffic determination unit Obtain.
An in-vehicle device according to a second aspect of the present invention is mounted on a vehicle, stores a narrow area information indicating a position of a narrow area where it is difficult for vehicles to pass each other, and refers to the narrow area with reference to the narrow area. Whether or not the vehicle has entered the narrow area based on the relative positional relationship, a relative identifying unit that identifies the relative positional relationship, a communication unit that communicates with the other in-vehicle device that exists in a range where radio waves can be transmitted and received, and Before entering the narrow area, a traffic determination unit that determines whether or not the narrow area is preferentially passed based on the presence or absence of the communication or information obtained by the communication, and the traffic And an interface for outputting a notification signal based on a signal indicating the determination of the determination unit.
The traffic determination method according to the third aspect of the present invention is a traffic determination method that is executed in an in-vehicle device that includes a storage unit that stores narrow area information indicating the position of a narrow area where it is difficult for vehicles to pass each other. The relative positional relationship with the narrowed area is identified with reference to the narrowed area information, the communication with other in-vehicle devices existing in a range where radio waves can be transmitted and received, and the relative positional relationship Whether or not the narrow area is preferentially passed based on the presence or absence of the communication or the information obtained by the communication before entering the narrow area. Determining.

  According to the present invention, it is possible to provide information on whether to enter a narrow area.

Hardware configuration of bus operation system S Functional block diagram of in-vehicle device 1 Diagram illustrating bus stop and narrow area The figure which shows an example of the diamond register 51 FIG. 5A shows the route information 52 of the route number 001-1, and FIG. 5B shows the route information 52 of the route number 001-2. A flowchart showing the operation of the traffic judgment unit 23 Flow chart showing details of priority determination The flowchart which shows the detail of the priority judgment in the modification 1. The figure which shows an example of the diamond ledger 51 in the modification 2. The flowchart which shows the detail of the priority judgment in the modification 2. The flowchart which shows the detail of the priority judgment in the modification 3. The flowchart which shows the detail of the priority judgment in 2nd Embodiment The flowchart which shows the detail of the priority judgment in the modification 1 of 2nd Embodiment FIG. 14A is a diagram showing a time series change from t1 to t5, and FIG. 14B is a diagram showing information stored in each in-vehicle device 1.

-First embodiment-
Hereinafter, with reference to FIGS. 1-7, 1st Embodiment of the bus operation system which is a vehicle operation system concerning this invention is described. In the present embodiment, it is assumed that there is one bus in each of the upward direction and the downward direction.

(Hardware configuration)
FIG. 1 is a diagram showing a hardware configuration of the bus operation system S. As shown in FIG. The bus operation system S is realized by a plurality of in-vehicle devices 1. Each on-vehicle device 1 is mounted on a different bus 10. The configuration and operation of a certain in-vehicle device 1 and the bus 10 will be described below, but the configuration of any in-vehicle device 1 and the bus 10 is the same, and the operation algorithm of any in-vehicle device 1 is the same.

  The bus 10 includes an in-vehicle device 1, a passing button 11, an open / close switch 12, a display device 13, and a vehicle speed sensor 14. The operation of the bus 10 is controlled by the driver, and the in-vehicle device 1 provides information to the driver via the display device 13. The pass button 11 is a push button, for example, and outputs a signal to the in-vehicle device 1 when operated. The pass button 11 is pressed by the driver when the bus 10 passes without stopping at the bus stop. The opening / closing switch 12 is a switch for opening / closing a passenger boarding / exiting door of the bus 10 and outputs a signal to the in-vehicle device 1 when operated. The opening / closing switch 12 is operated by the driver when the bus 10 stops at the stop. In other words, in the present embodiment, by monitoring signals output from the pass button 11 and the opening / closing switch 12, the in-vehicle device 1 can recognize that the bus 10 has passed through the stop regardless of whether or not the vehicle has stopped.

  The display device 13 is a liquid crystal display, for example, and presents information to the driver based on the operation command of the in-vehicle device 1. The vehicle speed sensor 14 is a sensor that measures the travel distance of the bus 10. The vehicle speed sensor 14 outputs a pulse signal to the in-vehicle device 1 every time the bus 10 travels a certain distance. Hereinafter, this pulse signal is referred to as a “vehicle speed pulse”.

  The in-vehicle device 1 includes a CPU 2 that is a central processing unit, a ROM 3 that is a read-only storage device, a RAM 4 that is a readable / writable volatile storage device, and a storage unit 5 that is a readable / writable nonvolatile storage device. The communication unit 6 and the interface 7 are provided. The CPU 2 realizes the functions described later by expanding and executing the program stored in the ROM 3 in the RAM 4. The storage unit 5 is, for example, a flash memory, and the storage unit 5 stores data used by a program executed by the CPU 2.

  The communication unit 6 is a wireless communication device capable of communication of about several meters to several hundred meters, and is a communication module compatible with, for example, IEEE 802.11. However, the in-vehicle device 1 or the bus 10 may include an antenna, and the communication unit 6 may communicate using the antenna. The antenna may have directivity in the traveling direction of the bus 10. The communication unit 6 communicates with the communication unit 6 of another in-vehicle device 1 without using a repeater or the like. This communication is called, for example, an ad hoc mode.

  The interface 7 is hardware that takes in signals output from the pass button 11, the open / close switch 12, and the vehicle speed sensor 14 and outputs an operation command to the display device 13. The interface 7 is a CAN controller, for example, and may be connected to each device via a conversion device, or the interface 7 may be composed of a plurality of hardware. For example, the interface 7 may include an AD converter that captures signals from the pass button 11 and the open / close switch 12, a pulse counter that captures vehicle speed pulses from the vehicle speed sensor 14, and a display adapter that outputs video signals to the display device 13. . In addition, the interface 7 receives information specifying the bus schedule of the bus 10 input by the driver of the bus 10, that is, a diamond number described later.

(Definition of terms)
In the present embodiment, a section of a road where it is difficult for vehicles to pass each other is referred to as a “narrow area”. The narrow area is, for example, a narrow street which is a narrow road in an urban area, a narrow road formed along a mountainside, and a tunnel having a narrow road. In the present embodiment, a state in which the in-vehicle device 1 is transmitting radio waves is referred to as a “radio wave transmission state”, and a state in which a plurality of devices transmit some information using radio waves is referred to as a “communication state”. In order for a certain device to be in a communication state, at least the following conditions must be satisfied. In other words, it is necessary that there is another device that is in a radio wave transmission state and that is in a radio wave transmission state within the reach of the radio wave.

  On the basis of a certain in-vehicle device 1, the bus 10 on which the in-vehicle device 1 is mounted is called “own vehicle” or “own vehicle”, and the other buses 10 are called “other vehicle” or “other vehicle”. However, unless otherwise specified in the description of the operation of the in-vehicle device 1, the “bus 10” means the host vehicle.

(Outline of communication operation of in-vehicle device 1)
The in-vehicle device 1 grasps the narrow area in advance by the route information 52 stored in the storage unit 5 and starts signal transmission from a predetermined distance before the narrow area, for example, 100 m before moving to the radio wave transmission state. If there are in-vehicle devices 1 that transmit similar signals in the surroundings, these in-vehicle devices 1 communicate with each other. However, a communication code is set for each narrow area, and the in-vehicle device uses the communication code for communication, and only devices having the same communication code communicate with each other. The communication code is also called “network security key”, “passphrase”, and “SSID (service set identifier)”. By using this communication code, it is possible to prevent the communication related to different narrow areas from being mixed. Then, when the vehicle-mounted device passes through the narrow area, signal transmission is stopped. In the present embodiment, the communication code is referred to as SSID.

(Functional configuration)
FIG. 2 is a diagram illustrating functions provided in the in-vehicle device 1 as function blocks. However, FIG. 2 also shows information stored in the storage unit 5. The in-vehicle device 1 includes a relative identification unit 21, a stop determination unit 22, and a traffic determination unit 23 as functions thereof. The stop determination unit 22 determines that the bus 10 that is the host vehicle has passed the stop. However, the term “passing” here includes both the case where the bus 10 leaves the bus stop and then passes the bus 10 without stopping at the bus stop. The stop determination unit 22 monitors the output signals of the pass button 11 and the opening / closing switch 12 input to the interface 7 and determines that the stop has passed if any signal is input.

  The relative specifying unit 21 specifies the distance from the information for specifying the travel route accepted by the interface 7 and the route information 52 to be described later to the narrow area for each stop, and the fact that the stop determining unit 22 has passed the stop. Recognizing and calculating the relative distance to the narrow area based on the pulse signal output from the vehicle speed sensor 14. The traffic determination unit 23 determines whether or not the bus 10 that is the host vehicle may preferentially pass through the narrow area before entering the narrow area, that is, whether the vehicle 10 may enter the narrow area as it is, or an oncoming vehicle. Judge whether to wait in front of the narrow area before passing through the narrow area. The operation of the traffic determination unit 23 will be described in detail later using a flowchart.

  The storage unit 5 stores a diagram book 51 and a plurality of route information 52. In the timetable 51, the route number for each timeline number of the bus 10 and the departure time of each stop are described. A diamond number is a code for identifying a diamond, and is a code unique within at least one day. The route number is a code that specifies route information of the bus 10, and the route number described in the diagram book 51 indicates one of a plurality of route information 52.

(Example of bus stop and narrow area)
FIG. 3 is a diagram illustrating a bus stop and a narrow area exemplified in the present embodiment. FIG. 3 shows three stops A, B, and C. The bus travels in the order of A, B, and C, or in the order of C, B, and A. In the present embodiment, a travel route that travels in the order of A, B, and C is a route number “001-1”, and a travel route that travels in the order of C, B, and A is a route number “001-2”. Thus, in this embodiment, even when passing through the same stop, if the order is different, it is treated as a different travel route, and a different route number is assigned. Further, narrow areas N1 and N2 exist between the stops A and B, and a narrow area N3 exists between the stops B and C.

(Example of diagram register 51)
FIG. 4 is a diagram showing an example of the diamond ledger 51. In the diamond register 51, the route number for each diamond number and the departure time of each stop are described. However, the name of the bus stop is not described in the diagram book 51, but the number in the route is described. For example, in the first example of FIG. 4, the diamond number “XYZ-1” travels the route number “001-1”, departs the first stop at “10:00”, and the second number It is described that the bus stops at “10:10” and the third bus stops at “10:15”. In the example shown in FIG. 4, only the third stop is described, but the number of stops is not limited to three.

(Example of route information 52)
FIG. 5A is a diagram showing the route information 52 with the route number 001-1, and FIG. 5B is a diagram showing the route information 52 with the route number 001-2. The example shown in FIG. 5 corresponds to FIG. In each route ledger, the names of stops that pass through and information on narrow areas existing between the stops are described in the order of passing. The narrow area information includes the narrow area name, the distance from the last stop to the narrow area, the section length of the narrow area, and the SSID of the narrow area.

  In the example shown in FIG. 5A, it is shown that the narrow area N1 starts from a position traveled 1.5 km from the stop A to the stop B and continues for 100 m. The SSID of the narrow area N1 is “abcdN1”. Also, in route number 001-2 shown in FIG. 5B referred to when traveling in the reverse direction, narrow area N1 starts from a position traveled 3.4 km from stop B to stop A and continues for 100 m. It is shown. In addition, the SSID of the narrow area N1 is “abcdN1” even in the route number 001-2.

(flowchart)
FIG. 6 is a flowchart showing the operation of the traffic judgment unit 23. The traffic judging unit 23 starts the operation shown in FIG. 6 when it is judged that the stop judging unit 22 has passed the stop. The execution subject of each step described below is the CPU 2 of the in-vehicle device 1.

  In step S601, the traffic determination unit 23 first reads information on the narrow area from the route information 52 to the next stop. As described above, the information related to the narrow area includes the distance from the immediately preceding stop to the narrow area, the SSID of the narrow area, and the section length of the narrow area. In subsequent S602, the traffic determination unit 23 determines whether there is a narrow area before the next stop based on the information read in S601. If it is determined that there is a narrow area, the process proceeds to S603, and if it is determined that there is no narrow area, the process of FIG. 6 ends.

  In S603, the traffic determination unit 23 determines whether or not the current position of the bus 10 is within 100 m to the next narrow area. Since the distance from the stop to the narrow area is described in the route information 52, the traffic determination unit 23 can make the determination in S603 by referring to the output of the relative identification unit 21. The traffic determination unit 23 proceeds to S604 if affirmative determination is made in S603, and remains in S603 if negative determination is made in S603. In other words, the traffic determination unit 23 stands by in S603 until the bus 10 travels and approaches a distance within 100 m to the next narrow area.

  In S604, the traffic determination unit 23 causes the communication unit 6 to start transmitting a connection signal including the SSID corresponding to the next narrow area, and enters a radio wave transmission state. The transmission of this connection signal continues until S622, which will be described later. In subsequent S605, the traffic determination unit 23 determines whether or not the SSID included in the connection signal started in S604 has been received. The traffic determination unit 23 proceeds to S610 if affirmative determination is made in S605, and proceeds to S606 if negative determination is made in S605. That is, when the traffic determination unit 23 receives an SSID that is different from the SSID included in the connection signal that has started transmission in S604, the traffic determination unit 23 makes a negative determination in S605 in the same manner as when no signal is received.

  In S606, the traffic determination unit 23 determines whether or not the narrow area has been reached. If it is determined that the narrow area has been reached, the process proceeds to S607, and if it is determined that the narrow area has not been reached, the process returns to S605. That is, the traffic determination unit 23 waits for reception of the same SSID until it reaches the narrow area, and proceeds to S610 when it receives the same SSID, and proceeds to S607 when it does not receive the same SSID until it reaches the narrow area. In S <b> 607, the traffic determination unit 23 proceeds to the display device 13, that is, outputs a display indicating that the narrow area may be prioritized and proceeds to S <b> 620. However, in this case, it is desirable that the traffic determination unit 23 not only indicate that the process may proceed but also indicate that communication has not been performed. The reason why the display of S607 is performed is that the same SSID is not received, and therefore it can be estimated that there is no oncoming vehicle in the narrow area.

  In S610, which is executed when an affirmative determination is made in S605, a priority determination is made to determine whether or not the narrow area can be preferentially passed as will be described later, and the process proceeds to S611. In step S611, the traffic determination unit 23 determines whether the determination result in step S610 is “progressable” or “standby”, and if it is determined that it is possible to proceed, the process proceeds to step S612. If so, the process proceeds to S613. In S612, the traffic determination unit 23 outputs a display indicating that the process may proceed to the display device 13, and the process proceeds to S620.

  In S613, the traffic determination unit 23 outputs a display indicating that it should wait in front of the narrow area on the display device 13, and proceeds to S614. In S614, the traffic determination unit 23 determines whether or not the oncoming vehicle has passed through the narrow area. If the determination is negative, the traffic determination unit 23 remains in S614, and if the determination is positive, the process proceeds to S615. When the host vehicle is waiting in front of the narrow area, the radio wave intensity increases as the other vehicle passes through the narrow area and approaches the exit. Can determine S614 by monitoring the radio field intensity of the communication unit 6. In S615, the traffic determination unit 23 outputs a display indicating that the process may proceed to the display device 13, and the process proceeds to S620.

  In S620, which is executed after S607, S612, and S615, the passage determination unit 23 transmits a message indicating that the vehicle is passing through the narrow area when the same SSID is received. The operation in this step corresponds to S631 described later. In subsequent S621, the traffic determination unit 23 determines whether or not the host vehicle has passed through the narrow area. Specifically, the traffic determination unit 23 determines whether or not the output of the relative identification unit 21 is greater than the value obtained by adding the section length of the narrow area to the distance to the narrow area. The traffic determination unit 23 proceeds to S622 when affirmative determination is made in S621, and returns to S620 when negative determination is made in S621.

  In S622, the traffic determination unit 23 ends the transmission of the connection signal started in S604, and proceeds to S623. In S623, the traffic determination unit 23 determines whether there is a further narrow area based on the information read in S601. If it is determined that there is a further narrow area, the traffic determination unit 23 returns to S603, and if it is determined that there is no further narrow area in the section to the next stop, the process shown in FIG. 6 is terminated. For example, if the information read in S601 includes information on two narrow areas, an affirmative determination is made when S623 is executed for the first time, and a negative determination is made that S623 is executed for the second time.

  FIG. 7 is a diagram showing details of S610 in FIG. 6, that is, priority determination. In FIG. 7, first, the traffic determination unit 23 determines whether or not a signal indicating that the vehicle is passing has been received in S631. If it is determined that it has been received, the process proceeds to S642. If it is determined that it has not been received, the process proceeds to S632. This step is to determine whether there is an oncoming vehicle that has already passed through the narrow area. In S632, the traffic determination unit 23 transmits the distance to the narrow area of the host vehicle, and in subsequent S633, the traffic determination unit 23 receives the distance to the narrow area of the other vehicle.

  In subsequent S634, the traffic determination unit 23 determines whether or not the distance transmitted in S632 and the distance received in S633 are substantially the same. Substantially the same standard is determined in advance. For example, when the difference between the two is within 5 m, it is determined that they are substantially the same. If the traffic determination unit 23 determines that they are substantially the same, the process proceeds to S635. If the traffic determination unit 23 determines that they are not approximately the same, the process proceeds to S638. In S635, the traffic determination unit 23 waits for a random number of seconds, and in the subsequent S636, the traffic determination unit 23 determines whether a transfer signal has been received. If the traffic determination unit 23 determines that the transfer signal has been received, the process proceeds to S641. If the traffic determination unit 23 determines that the transfer signal has not been received, the process proceeds to S637. In S637, the traffic determination unit 23 transmits a transfer signal and proceeds to S642.

  In S638, the traffic determination unit 23 determines whether the distance of the own vehicle transmitted in S632 is shorter than the distance of the other vehicle received in S633. The traffic determination unit 23 proceeds to S641 when affirmative determination is made in S638, and proceeds to S642 when negative determination is made in S638. In S641, the traffic determination unit 23 determines that the narrow area may be preferentially traveled, that is, it is possible to proceed, and the process of FIG. 7 ends. In S642, the traffic determination unit 23 determines that the other vehicle passes through the narrow area first, that is, should wait, and ends the process of FIG.

  In FIG. 7 described above, the essential processes are S632, S633, and S638. S631 is an exceptional process when another vehicle is already passing through the narrow area, and S634 to S637 are exceptional processes corresponding to the case where the distance between the two vehicles is substantially the same. Various alternative methods are conceivable for S635 to S637, and it is only necessary to determine which of the in-vehicle device 1 and the other in-vehicle device 1 has priority by some means and share the determination.

According to the first embodiment described above, the following operational effects are obtained.
(1) The bus operation system S includes a plurality of in-vehicle devices 1 mounted on separate buses 10. Each of the plurality of in-vehicle devices 1 includes a storage unit 5 that stores route information 52 including narrow area information indicating the position of a narrow area where it is difficult for vehicles to pass each other, and a vehicle speed pulse and route information 52 to refer to the narrow area. The relative identification unit 21 that identifies the relative positional relationship, the communication unit 6 that communicates with other in-vehicle devices 1 that exist in a range where radio waves can be transmitted and received, and whether or not the vehicle has entered the narrow area based on the relative positional relationship. The judgment of the traffic judgment unit 23 and the traffic judgment unit 23 for judging whether or not the traffic is given priority on the basis of the presence / absence of communication or information obtained by communication before entering the narrow area And an interface 7 for outputting a signal for notification based on the signal indicating. Therefore, before entering the narrow area, it is possible to present to the driver of the bus 10 information on whether or not to enter the narrow area.

(2) The storage unit 5 stores a different code for each narrow area, that is, an SSID. The communication unit 6 transmits the SSID corresponding to the narrow area from a predetermined distance before the narrow area, and communicates with another in-vehicle device that transmits the same code as the code to be transmitted (S605 of FIG. 6: YES). For this reason, independent communication is performed for each narrow area, so that confusion can be prevented even if the narrow areas are adjacent to each other.

(3) As shown in S620 of FIG. 6, the communication unit 6 outputs a signal indicating that the vehicle is passing through the narrow area to the other in-vehicle device 1, and the traffic determination unit 23 determines that the communication unit 6 When a signal indicating that the vehicle is passing is received from the in-vehicle device 1 as shown in S631 in FIG. 6, it is determined that the narrow area is not preferentially passed. For this reason, after another bus 10 enters the narrow area after another bus 10 approaches the narrow area from the opposite side and starts communication, it waits for the passage of the bus 10 that has entered the narrow area first and then enters the narrow area. Can enter.

(4) In communication, as shown in S632 to S633 in FIG. 7, information on the distance to the narrow area of each in-vehicle device 1 is transmitted and received, and the passage determining unit 23 is narrow in the in-vehicle device 1 having a short distance to the narrow area. Judge that the area will be given priority. Therefore, the entire waiting time can be shortened and the efficiency is good.

(Modification 1)
In the first embodiment described above, which bus 10 preferentially passes through the narrow area is determined based on the distance to the narrow area of each bus 10. However, based on the delay time from the scheduled operation time of the bus 10, it may be determined that a vehicle with a large delay time, that is, a vehicle with a later delay passes preferentially.

  FIG. 8 is a flowchart showing details of priority determination in the first modification, that is, an alternative process of the process shown in FIG. Here, differences from FIG. 7 will be described. In S651, which is executed when a negative determination is made in S631, the traffic determination unit 23 calculates the delay time at the immediately preceding stop, that is, the difference between the scheduled transit time and the time of arrival at the stop (hereinafter, operation delay time). Send. As described above, since the scheduled transit time for each stop is stored in the diagram book 51, the traffic determination unit 23 can calculate the operation delay time. In subsequent S652, the traffic determination unit 23 receives the operation delay time of the other vehicle.

  In subsequent S653, the traffic determination unit 23 determines whether or not the operation delay time of the own vehicle transmitted in S651 and the operation delay time of the other vehicle received in S652 are substantially the same, for example, whether the difference is within 2 minutes. If the passage determination unit 23 determines that both are substantially the same, the process proceeds to S635, and the following processing is performed in the same manner as in the first embodiment. If the traffic determination unit 23 determines that they are not substantially the same, the process proceeds to S654. In S654, the traffic determination unit 23 determines whether the operation delay time of the own vehicle is longer than the operation delay time of the other vehicle. The traffic determination unit 23 proceeds to S641 when determining that the own vehicle has a longer operation delay time, in other words, the delay is larger, and proceeds to S642 when determining that the other vehicle has a longer operation delay time. Since the following is the same as the first embodiment, the description thereof is omitted.

According to the first modification, the following operational effects can be obtained.
(5) The standard time for each point is stored in the diagram book 51 of the storage unit 5, and the in-vehicle device 1 calculates an operation delay time that is a delay from the standard time for each point as shown in S651 of FIG. . In communication, as shown in S651 to S652 in FIG. 8, the operation delay time calculated by each on-vehicle device is transmitted and received. The traffic determination unit 23 determines that the in-vehicle device having a long operation delay time passes through the narrow area with priority as shown in S654 of FIG. Therefore, since the delayed bus 10 is given priority, the operation status of the bus 10 can be improved.

(Modification 2)
In the first embodiment described above, which bus 10 preferentially passes through the narrow area is determined based on the distance to the narrow area of each bus 10. But in advance which of the traveling direction may be determined whether the priority. Whether or not priority is given to traffic in the narrow area is recorded, for example, as narrow priority indicating that priority is given to the above-described diagram ledger 51 or narrow standby indicating that priority is not given.

  FIG. 9 is a diagram showing an example of a diamond ledger 51A in the second modification. In the diagram ledger 51A shown in FIG. 9, in addition to all the information in the example of FIG. 4 in the first embodiment, a priority / standby column is added, and narrow priority or narrow standby is recorded in this column. Is done. As a rule, diamonds with narrow priority are not waiting in front of narrow areas.

  FIG. 10 is a flowchart showing details of priority determination in the second modification, that is, an alternative process of the process shown in FIG. In step S631, the traffic determination unit 23 first determines whether a signal indicating that the vehicle is passing has been received. If it is determined that it has been received, the process proceeds to S642. If it is determined that it has not been received, the process proceeds to S661. In S661, the traffic determination unit 23 refers to the timetable 51A to determine whether or not the bus schedule currently engaged in the bus 10 has a narrow priority. If it is determined that the priority is narrow, the process proceeds to S641, and if it is determined that the priority is not narrow, that is, it is narrow standby, the process proceeds to S642. Since the following is the same as the first embodiment, the description thereof is omitted.

According to the second modification, the following operational effects can be obtained.
(6) The storage unit 5 stores a diagram book 51A in which narrowness priority or narrowness standby is described for each state diagram of the vehicle, specifically, each bus schedule in which the bus 10 is engaged. If the traffic determination unit 23 does not receive a signal indicating that the vehicle is passing (S631: NO in FIG. 10), the traffic determination unit 23 proceeds to the narrow area as it is based on the value in the priority / standby column set in the current diagram. Determine whether to wait in front of the narrow area. Therefore, the in-vehicle device 1 can assist the operation of the appropriate bus 10 in accordance with the description in the diamond register 51A.

(Modification 3)
In the first embodiment described above, which bus 10 preferentially passes through the narrow area is determined based on the distance to the narrow area of each bus 10. However, priority may be given to traffic on the uphill side where starting from a stopped state is difficult. The bus 10 in this modification further includes an inclinometer that can measure the inclination in the pitch direction, and the inclinometer outputs the measurement result to the in-vehicle device 1. However, priority may be given to the downhill side, which is a downhill, due to special circumstances, and it may be recorded in the storage unit 5 which of the uphill side and downhill side is prioritized.

  FIG. 11 is a flowchart showing details of priority determination in Modification 3, that is, an alternative process of the process shown in FIG. Here, differences from FIG. 7 will be described. In S671, which is executed when a negative determination is made in S631, the traffic determination unit 23 determines whether or not the output of the inclinometer is approximately zero. The approximate zero is, for example, plus or minus 5 degrees or less. If the passage determination unit 23 makes an affirmative determination in S671, the flow proceeds to S653, and the following processing is performed in the same manner as in the first embodiment. If the determination at step S671 is negative, the traffic determination unit 23 proceeds to step S672, and determines whether or not the upward slope, that is, the top of the bus 10 is higher than the rear. The traffic determination unit 23 proceeds to S641 if affirmative determination is made in S672, and proceeds to S642 if negative determination is made in S672. Since the following is the same as the first embodiment, the description thereof is omitted.

According to the third modification, the following effects can be obtained.
(7) The storage unit 5 stores information that gives priority to the climbing side. If the traffic determination unit 23 does not receive a signal indicating that the vehicle is passing (S631: NO in FIG. 11), the traffic determination unit 23 determines whether to proceed as it is to the narrow area or to wait before the narrow area based on the road gradient. . Therefore, the in-vehicle device 1 can assist the operation of the appropriate bus 10 according to the priority setting on the uphill side or the downhill side stored in the storage unit 5.

(Modification 4)
In the first embodiment described above, the position of the narrow area is represented by the distance from the stop in the route information 52, and the in-vehicle device 1 calculates the distance to the narrow area based on the distance traveled after passing the stop. However, the position of the narrow area may be represented by latitude and longitude. In this case, the bus 10 includes a GPS receiver that receives radio waves from a plurality of satellites constituting the satellite navigation system and calculates the position of the host vehicle, that is, latitude and longitude by analyzing signals included in the radio waves. . Then, the GPS receiver outputs the calculated latitude and longitude to the in-vehicle device 1. Furthermore, in this case, the vehicle on which the in-vehicle device 1 is mounted can be any vehicle other than the bus.

(Modification 5)
In 1st Embodiment mentioned above, the communication part 6 did not use a relay antenna etc., but communicated directly with the communication part 6 with which the other vehicle-mounted apparatus 1 is equipped. However, the communication unit 6 may relay communication to one or more devices. For example, the communication unit 6 is a mobile phone module, and may communicate with a communication unit of another in-vehicle device 1 via a base station, or may reach another base station from a base station via a wide area network. You may communicate with the communication part of the other vehicle-mounted apparatus 1. FIG.

(Modification 6)
In the first embodiment described above, the bus 10 includes the display device 13, the interface 7 outputs a video signal to the display device 13, and notifies the driver by the video displayed on the display device 13. However, the bus 10 may include a speaker and a light, and may notify the driver using the speaker and the light. In this case, the interface 7 outputs an appropriate signal for notification according to the device provided in the bus 10.

-Second embodiment-
With reference to FIG. 12, 2nd Embodiment of the bus operation system which is a vehicle operation system concerning this invention is described. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and different points will be mainly described. Points that are not particularly described are the same as those in the first embodiment. This embodiment is different from the first embodiment in that it mainly assumes a case where a plurality of buses travels in the same direction.

  The communication unit 6 included in the in-vehicle device 1 can communicate with only one other communication unit 6 at a time. In order to exchange information with a plurality of communication units 6, it is necessary to temporarily disconnect communication and newly connect.

  In this embodiment, as will be described later, information indicating the traveling direction of the vehicle is transmitted and received to evaluate whether or not the vehicle is the same. The information indicating the traveling direction of the vehicle may be, for example, a combination of the immediately preceding stop and the next stop, only the next stop, or a route number. Further, the information indicating the traveling direction of the vehicle may be a code indicating any one of the combination of the immediately preceding stop and the next stop, the next stop, and the route number. The traffic determination unit 23 generates information indicating the traveling direction of the host vehicle based on the set route number. However, in the following, information indicating the traveling direction of the own vehicle is referred to as “the traveling direction of the own vehicle”.

  FIG. 12 is a flowchart showing details of priority determination in the second embodiment, that is, alternative processing of the processing shown in FIG. In FIG. 12, first, in S631, the traffic determination unit 23 determines whether or not a signal indicating that the vehicle is passing has been received. If it is determined that it has not been received, the process proceeds to S681, and if it is determined that it has been received, the process proceeds to S642 in FIG. Since the processing after S642 is the same as that of the first embodiment, the description and description thereof are omitted. In S681, the traffic determination unit 23 transmits the traveling direction of the own vehicle to the other vehicle in communication, and in subsequent S682, the traveling direction is received from the other vehicle. In subsequent S683, the traffic determination unit 23 determines whether or not the traveling direction transmitted in S681 matches the traveling direction received in S682. If it is determined that they match, the process proceeds to S684, and if it is determined that they do not match, the process proceeds to S632 in FIG. 7 to perform priority determination based on the distance. Since the processing from S632 onward is the same as that in the first embodiment, description and explanation are omitted.

  In S684, the traffic determination unit 23 transmits the in-vehicle device 1 and the ID being communicated with each other, for example, the MAC address of the communication device, and disconnects the communication. In subsequent S685, the traffic determination unit 23 records the ID received in S684, and in subsequent S686, attempts to connect to another in-vehicle device 1. The other vehicle-mounted device 1 here is the vehicle-mounted device 1 having an ID other than the ID stored in S685. In subsequent S687, the traffic determination unit 23 determines whether or not the connection with the other in-vehicle device 1 has been established. If it is determined that the connection has been established, the process returns to S631, and if it is determined that the connection with the other in-vehicle device 1 has not been established, the process proceeds to S688.

  In S688, the traffic determination unit 23 determines whether or not the vehicle has arrived in the narrow area. If the traffic determination unit 23 determines that it has arrived in the narrow area, the process proceeds to S689, and if it determines that it has not arrived in the narrow area, the process returns to S686. In S689, the traffic determination unit 23 deletes the ID recorded in S685, and proceeds to S607 in FIG.

  According to the second embodiment described above, the same effects as those of the first embodiment can be obtained even when a plurality of buses 10 travels in the same direction.

(Modification 1 of the second embodiment)
In the second embodiment described above, it is determined which vehicle passes through the narrow area preferentially based on the distance to the narrow area. However, it may be determined that a vehicle in a direction with a large number of vehicles traveling in the same direction has priority.

  FIG. 13 is a diagram illustrating details of the priority determination in the first modification of the second embodiment, and illustrates processing when a negative determination is made in S683 of FIG. 12 of the second embodiment. That is, in the second embodiment, if a negative determination is made in S683, the process proceeds to S632 in FIG. 7, but in this modified example, if a negative determination is made in S683, the process shown in FIG. 13 is performed.

  In FIG. 13, the traffic determination unit 23 first transmits in S691 the number of IDs stored in S685 of FIG. 12, that is, the number of other buses 10 moving in the same direction as the host vehicle. In subsequent S692, the traffic determination unit 23 receives the number of IDs from the other in-vehicle device 1. In S693, the traffic determination unit 23 determines whether the number of IDs transmitted in S691 is the same as the number of IDs received in S692. If the traffic determination unit 23 determines that they are the same, the process proceeds to S635. If the traffic determination unit 23 determines that they are not the same, the process proceeds to S694.

  In S694, the traffic determination unit 23 determines whether or not the number of IDs stored by itself is larger, that is, whether or not the number of IDs transmitted in S691 is greater than the number of IDs received in S692. To do. If the traffic determination unit 23 determines that the number of IDs stored by the own device is larger, the process proceeds to S641. If the traffic determination unit 23 determines that the number of IDs stored by the other device is larger, the process proceeds to S642. Since the following processing is the same as that of the first embodiment, description thereof is omitted.

According to the first modification of the second embodiment described above, the following operational effects are obtained.
(8) The in-vehicle device 1 measures the number of in-direction movements, which is the number of in-vehicle devices moving in the same direction, as shown in S691 of FIG. In the communication between the in-vehicle devices 1, the number of movements in the same direction of each in-vehicle device is transmitted and received as shown in S <b> 691 to S <b> 692 in FIG. 13. The traffic determination unit 23 determines that an in-vehicle device having a large number of movements in the same direction passes with priority. Therefore, the total waiting time can be shortened.

(Modification 2 of the second embodiment)
The in-vehicle device 1 may exchange the operation status of the mounted bus 10 with each other. Moreover, the vehicle-mounted apparatus 1 may transfer the acquired information to another vehicle-mounted apparatus 1, and may further transfer the transferred information. In this case, information indicating the number of in-vehicle devices 1 interposed in the information transfer may be added. Below, the information which shows the number of the vehicle-mounted apparatuses 1 intervened in transfer is called "hop number". The initial number of hops is zero, and is incremented by 1 each time a transfer is performed. The operation status of the bus 10 exchanged between the in-vehicle devices 1 includes, for example, an ID of the bus 10, an operation diagram in which the bus 10 is engaged, a delay time from a standard time, and the like.

  FIG. 14 is a diagram showing an outline of the operation in the second modification of the second embodiment. FIG. 14A is a diagram illustrating a time-series change from t1 to t5, and FIG. 14B is a diagram illustrating information stored in each vehicle-mounted device 1. As shown in FIG. 14 (a), there are four buses, S, T, U, and V, each of which has an in-vehicle device 1 mounted thereon. The buses S to U are moving upward in the figure, and only the bus V is moving downward in the figure. Hereinafter, in order to simplify the description, the in-vehicle device 1 mounted on each bus is referred to with a bus name. For example, the in-vehicle device 1 mounted on the bus S is called an in-vehicle device 1S.

  Time t1 is an initial state, and none of the in-vehicle devices 1 exchanges information. The in-vehicle device 1S and the in-vehicle device 1T exchange information at time t2, the in-vehicle device 1T and the in-vehicle device 1U exchange information at time t3, the in-vehicle device 1U and the in-vehicle device V exchange information at time t4, and the time t5. Then, the bus V moved and the in-vehicle device 1V and the in-vehicle device 1S exchanged information.

  FIG. 14B shows information stored in each vehicle-mounted device 1 in time series. In FIG. 14B, the information of each on-vehicle device is expressed by a combination of the symbol of the bus 10 to be mounted and the number of hops. At time t1, each in-vehicle device 1 has only its own information. Since these pieces of information are not transferred, the number of hops is “0”. For example, the in-vehicle device 1S has information of S0. When the in-vehicle device 1S and the in-vehicle device 1T exchange information, that is, transfer information at time t2, the number of hops is increased. Therefore, the in-vehicle device 1S has information of S0 and T1 at time t2.

  When information exchange is repeated in this way, the vehicle-mounted device 1V has information on V0, U1, T2, and S3 at time t4. Next, when the in-vehicle device 1S and the in-vehicle device 1V exchange information at time t5, the in-vehicle device 1V further acquires S1 and T2. At this time, the in-vehicle device 1V determines that the information is fresher when the hop number is smaller, discards the information with the larger hop number, and stores the information with the smaller hop number. Therefore, at time t5, the in-vehicle device 1V has information on V0, U1, T2, and S1.

(Modification 3 of the second embodiment)
The communication unit 6 in the second embodiment can communicate with only one other in-vehicle device 1 at a time, but may communicate with a plurality of in-vehicle devices 1 at a time. Such communication can be executed in a device corresponding to, for example, WiFi-Direct (registered trademark). In this case, it is not necessary to disconnect the communication in S684 in FIG. 12, and it is possible to newly communicate with another in-vehicle device 1 while maintaining the previous connection.

  In the above-described embodiments and modifications, the program of the in-vehicle device 1 is stored in the ROM 3, but the program may be stored in the storage unit 5. Further, the in-vehicle device 1 may include an input / output interface (not shown), and the program may be read from another device via the input / output interface and a medium that can be used by the in-vehicle device 1 when necessary. Here, the medium refers to, for example, a storage medium that can be attached to and detached from the input / output interface, or a communication medium, that is, a wired, wireless, or optical network, or a carrier wave or digital signal that propagates through the network. Also, part or all of the functions realized by the program may be realized by a hardware circuit or FPGA.

  The above-described embodiments and modifications may be combined. Although various embodiments and modifications have been described above, the present invention is not limited to these contents. Other embodiments conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention.

1 ... In-vehicle device 2 ... CPU
DESCRIPTION OF SYMBOLS 5 ... Memory | storage part 6 ... Communication part 7 ... Interface 10 ... Bus 11 ... Pass button 12 ... Opening / closing switch 21 ... Relative specific part 22 ... Stop determination part 23 ... Traffic determination part 51 ... Diamond register 52 ... Route information

Claims (11)

A vehicle operation system including a plurality of in-vehicle devices mounted on separate vehicles,
Each of the plurality of in-vehicle devices is
A storage unit for storing narrow area information indicating a position of a narrow area where it is difficult for vehicles to pass each other;
A relative identification unit that identifies the relative positional relationship with the narrow area with reference to the narrow area information;
A communication unit that communicates with the other in-vehicle device that exists in a range where radio waves can be transmitted and received;
It is determined whether or not the narrow area has been entered based on the relative positional relationship, and prior to entering the narrow area, priority is given to the narrow area based on the presence or absence of the communication or information obtained by the communication. A traffic determination unit for determining whether to pass,
A vehicle operation system comprising: an interface that outputs a signal for notification based on a signal indicating determination by the traffic determination unit. The vehicle operation system according to claim 1,
The storage unit stores a different code for each narrow area,
The communication unit is a vehicle operating system that transmits the code corresponding to the narrow area from a predetermined distance before the narrow area and communicates with the other on-vehicle device that transmits the same code as the code to be transmitted. In the vehicle operation system according to claim 1 or 2,
The communication transmits a signal indicating that the communication is in progress while passing through the narrow area to the other in-vehicle device, and the traffic determination unit is informed that the communication unit is passing from the other in-vehicle device. When the vehicle signal is received, the vehicle operation system determines that the narrow area is not preferentially passed. In the vehicle operation system according to any one of claims 1 to 3,
In the communication, information on the distance to the narrow area of each on-vehicle device is transmitted and received,
The traffic determination unit is a vehicle operation system that determines that the in-vehicle device having a short distance to the narrow area preferentially passes the narrow area. In the vehicle operation system according to any one of claims 1 to 3,
The storage unit stores a standard time for each point,
The in-vehicle device further includes an operation delay time calculation unit that calculates an operation delay time that is a delay from the standard time for each point,
In the communication, the operation delay time calculated by each on-vehicle device is transmitted and received,
The traffic determination unit is a vehicle operation system that determines that the in-vehicle device having a long operation delay time passes through the narrow area with priority. In the vehicle operation system according to claim 3,
The storage unit stores priority availability information indicating whether or not priority is given to the passage of the narrow area for each state of the vehicle on which the in-vehicle device is mounted,
The traffic determination unit determines whether to pass the narrow area preferentially based on the priority availability information when the communication unit does not receive the signal indicating that the vehicle is passing from another on-vehicle device. Vehicle operation system. The vehicle operation system according to claim 6,
The state of the vehicle is a vehicle operation system that is a slope of a road on which the vehicle travels. The vehicle operation system according to claim 6,
The vehicle is a bus;
The vehicle state is a vehicle operation system which is an operation diagram in which the vehicle is engaged. In the vehicle operation system according to any one of claims 1 to 3,
The in-vehicle device is
It further comprises a same direction movement number measurement unit that measures the number of movements in the same direction that is the number of the in-vehicle devices that move in the same direction
In the communication, the number of movements in the same direction of each on-vehicle device is transmitted and received,
The traffic determination unit is a vehicle operation system that determines that the in-vehicle device having a large number of movements in the same direction passes through the narrow area preferentially. An in-vehicle device mounted on a vehicle,
A storage unit for storing narrow area information indicating a position of a narrow area where it is difficult for vehicles to pass each other;
A relative identification unit that identifies the relative positional relationship with the narrow area with reference to the narrow area information;
A communication unit that communicates with the other in-vehicle device that exists in a range where radio waves can be transmitted and received;
It is determined whether or not the narrow area has been entered based on the relative positional relationship, and prior to entering the narrow area, priority is given to the narrow area based on the presence or absence of the communication or information obtained by the communication. A traffic determination unit for determining whether to pass,
An in-vehicle device comprising: an interface that outputs a signal for notification based on a signal indicating the determination of the traffic determination unit. A traffic determination method that is executed in an in-vehicle device that includes a storage unit that stores narrow area information indicating a position of a narrow area in which vehicle passing is difficult, and is mounted on the vehicle,
Identifying a relative positional relationship with the narrow area with reference to the narrow area information;
Communicating with the other in-vehicle device existing in a range where radio waves can be transmitted and received;
It is determined whether or not the narrow area has been entered based on the relative positional relationship, and prior to entering the narrow area, priority is given to the narrow area based on the presence or absence of the communication or information obtained by the communication. A traffic determination method including determining whether to pass.

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