JP2020131831A - Base station, specific vehicle, and mobile station - Google Patents

Abstract

To perform traffic support at an intersection at which a general road and an exclusive road cross.SOLUTION: A roadside machine 40 for controlling a traffic safety device provided at a railroad crossing 150 at which a general road 120 on which a vehicle 20 travels and a railroad track 110 on which a railroad vehicle 10 taking priority over the vehicle 20 travels receives a first message including an information element showing the railroad vehicle as a model of a transmission source vehicle, and an information element showing at least one of the position of the railroad vehicle 10 and a speed of the railroad vehicle 10 from the railroad vehicle 10. In the roadside machine 40, a communication part transmits a second message including an information element about a passage waiting time of the railroad vehicle 10 at the railroad crossing 150 to the vehicle 20.SELECTED DRAWING: Figure 1

Description

The present invention relates to base stations, specific vehicles, and mobile stations.

Conventionally, in an intelligent transportation system (for example, ITS: Intelligent Transport System), a technique for communicating between a roadside machine which is a base station provided around a road and a vehicle has been proposed (see, for example, Non-Patent Document 1). ).

Association of Radio Industries and Businesses, "700MHz Band Intelligent Transport Systems ARIB-STD T109 1.3 Edition", [online], July 27, 2017, [Search June 22, 2018], Internet http: // www. arib. or. jp / tyosakenkyu / kikaku_tushin / tushin_kikaku_number. html

The conventional ITS is intended to reduce traffic accidents for vehicles such as automobiles that pass on general roads, and is sufficient for specific vehicles that pass on dedicated roads (for example, railroad vehicles that pass on railroad tracks). Not considered.

Therefore, there is room for improvement in the conventional ITS in that it provides traffic support at an intersection (for example, a railroad crossing) where a general road and a dedicated road intersect.

Therefore, an object of the present invention is to provide a base station, a specific vehicle, and a mobile station that provide traffic support at an intersection where a general road and a dedicated road intersect.

The base station according to the first aspect controls a traffic safety device provided at an intersection where a general road through which a mobile station passes and a dedicated road through which a specific vehicle has priority over the mobile station intersect. The base station sends a first message from the specific vehicle including an information element indicating the specific vehicle as a type of the source vehicle and an information element indicating at least one of the position of the specific vehicle and the speed of the specific vehicle. It has a communication unit for receiving. The communication unit transmits a second message including an information element regarding a waiting time for passing the specific vehicle at the intersection to the mobile station.

The specific vehicle according to the second aspect is a vehicle having priority over a mobile station passing through a general road. The specific vehicle is a type of source vehicle for at least one of a base station and a mobile station that control a traffic safety device provided at an intersection where a dedicated road through which the specific vehicle passes and the general road intersect. A transmission unit for transmitting a message including an information element indicating the specific vehicle and an information element indicating the position of the specific vehicle and at least one of the speeds of the specific vehicle is provided.

The mobile station according to the third aspect is a device that passes through a general road. The mobile station passes the specific vehicle at the intersection from a base station that controls a traffic safety device provided at an intersection where a dedicated road through which a specific vehicle passes, which is prioritized over the mobile station, and the general road intersect. It includes a receiving unit that receives a message including an information element related to the waiting time, and a control unit that controls to present information about the waiting time for passing based on the message.

The mobile station according to the fourth aspect is a device that passes through a general road. The mobile station includes an information element indicating a specific vehicle having priority over the mobile station as a type of source vehicle, and an information element indicating at least one of the position of the specific vehicle and the speed of the specific vehicle. Based on the message, the communication unit that receives the above-mentioned from the specific vehicle and the control that presents information on the passing waiting time of the specific vehicle at the intersection where the dedicated road through which the specific vehicle passes and the general road intersect. It is equipped with a control unit.

According to one aspect of the present invention, it is possible to provide a base station, a specific vehicle, and a mobile station that provide traffic support at an intersection where a general road and a dedicated road intersect.

It is a figure which shows the structure of the traffic communication system which concerns on one Embodiment. It is a figure which shows the structure of the railroad vehicle which concerns on one Embodiment. It is a figure which shows the structure of the message transmitted by the railroad vehicle which concerns on one Embodiment. It is a figure which shows the structure of the roadside machine which concerns on one Embodiment. It is a figure which shows the structure of the message transmitted by the roadside machine which concerns on one Embodiment. It is a figure which shows the structure of the vehicle which concerns on one Embodiment. It is a figure which shows the structure of the passerby terminal which concerns on one Embodiment. It is a figure which shows the operation sequence example of the traffic communication system which concerns on one Embodiment. It is a figure which shows the operation sequence example of the traffic communication system which concerns on other embodiment.

The embodiment will be described with reference to the drawings. In the description of the drawings below, the same or similar parts are designated by the same or similar reference numerals.

(Transportation communication system)
FIG. 1 is a diagram showing a configuration of a transportation communication system according to an embodiment.

As shown in FIG. 1, the transportation communication system according to the embodiment is a general road on which a railroad crossing 110 through which a railroad vehicle 10 passes and a passerby having a vehicle 20 and a terminal 30 (hereinafter referred to as a pedestrian terminal 30) pass. It has 120, and the track 110 and the general road 120 intersect at the railroad crossing 150. A roadside machine 40 is installed around the railroad crossing 150.

The railroad vehicle 10 is an example of a vehicle 20 passing through a general road 120 and a specific vehicle in which passage is prioritized over passersby. A train is composed of a plurality of connected railroad vehicles 10 (10a, 10b, ...). In one embodiment, an example in which the specific vehicle is a railroad vehicle 10 will be described, but the specific vehicle may be any vehicle (for example, a bus) belonging to public transportation, an autonomous driving vehicle, or the like.

The track 110 is an example of a dedicated road on which a specific vehicle passes. Although FIG. 1 illustrates a double-track line 110 composed of two lines 110a and 110b, the line 110 may be a single-line line consisting of only one line. A train composed of a plurality of railroad cars 10 (railroad cars 10a, 10b, ...) Is moving toward the railroad crossing 150 on the railroad track 110a.

The vehicle 20 passing through the general road 120 is an example of a mobile station. In FIG. 1, a motorcycle is illustrated as the vehicle 20, but the vehicle 20 may be a motorcycle, a motorcycle, or the like. Further, although two vehicles 20 (20a and 20b) are illustrated, the number of vehicles 20 may be 3 or more.

The pedestrian terminal 30 owned by a pedestrian passing through the general road 120 is another example of a mobile station. The passerby terminal 30 may be any terminal as long as it is a passerby terminal, and is, for example, a smartphone, a tablet terminal, a wearable terminal, or the like.

Regarding bicycles, when using the communication device mounted on the bicycle, the bicycle is classified as vehicle 20, and when using the terminal owned by the bicycle driver, the terminal is classified as pedestrian terminal 30. You may.

The general road 120 is a road for automobiles, bicycles, pedestrians, and the like to pass through. Although FIG. 1 illustrates a two-lane general road 120 having two lanes 120a and 120b, the general road 120 may be a one-way road consisting of only one lane, or may be three or more. It may be a road consisting of two lanes. Further, the general road 120 has a roadside zone 120c through which a pedestrian (passerby terminal 30) passes.

The railroad crossing 150 is an example of an intersection where a general road and a dedicated road intersect (specifically, at-grade intersection). Railroad crossing 150 is sometimes called a railroad crossing. A traffic safety device is provided at the railroad crossing 150.

The traffic safety device provided at the railroad crossing 150 is sometimes called a railroad crossing security facility. FIG. 1 shows an example in which a railroad crossing alarm 130 (130a and 130b) and a railroad crossing barrier 140 (140a and 140b) are provided as traffic safety devices, but the railroad crossing barrier 140 is not always provided. You may.

The railroad crossing alarm 130 is a device for notifying pedestrians, vehicle drivers, etc. passing through the general road 120 of the existence of the railroad crossing 150, and when a train approaches, giving a sound and light warning to stop road traffic. Is.

The railroad crossing barrier 140 is a device for restricting the passage of the general road 120 in order to give priority to the passage of trains. The railroad crossing barrier 140 has a barrier rod and a mechanism for raising and lowering the rod.

In one embodiment, an example in which the traffic safety device has a railroad crossing alarm 130 and a railroad crossing barrier 140 will be described, but the traffic safety device wirelessly gives various instructions in place of the railroad crossing alarm 130 and the railroad crossing barrier 140. It may be a radio that transmits to a mobile station (vehicle 20 and passerby terminal 30). The radio transmits a signal instructing whether or not the railroad crossing 150 can pass to the mobile station (vehicle 20 and pedestrian terminal 30).

The roadside machine 40 is an example of a base station that controls a traffic safety device. The roadside machine 40 performs wireless communication with the railroad vehicle 10 passing through the track 110, and also performs wireless communication with the vehicle 20 and the pedestrian terminal 30. When the train is composed of a plurality of railroad vehicles 10, the leading railroad vehicle 10 among the plurality of railroad vehicles 10 is provided with a communication function, and the roadside machine 40 performs wireless communication with the leading railroad vehicle 10. May be good. Further, the roadside unit 40 communicates with the railroad crossing alarm 130 and the railroad crossing barrier 140 by wire or wirelessly.

(Railway car)
FIG. 2 is a diagram showing a configuration of a railroad vehicle 10 according to an embodiment. As shown in FIG. 2, the railway vehicle 10 has a communication unit 11, a GNSS (Global Navigation Satellite System) receiver 12, a drive unit 13, and a control unit 14.

The communication unit 11 may conform to the ARIB T109 standard, or may conform to the V2X (Vehicle to Everything) standard defined by 3GPP (3rd Generation Partnership Project). The communication unit 11 may perform road-to-vehicle communication or may perform vehicle-to-vehicle communication. In the 3GPP V2X standard, vehicle-to-vehicle communication is also called side-link communication.

The communication unit 11 is composed of a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the signal to the control unit 14. The wireless communication module converts the baseband signal (transmission signal) output by the control unit 14 into a wireless signal and transmits it from the antenna.

When the communication unit 11 complies with the ARIB T109 standard, the communication unit 11 has a function of performing carrier sense to determine the availability of the radio wave frequency (for example, 700 MHz band), and the packet is timing when the radio wave frequency is free. May be sent. When the communication unit 11 conforms to the V2X standard defined by 3GPP, the communication unit 11 may transmit a packet using a time and frequency assigned by a cellular base station (not shown). One message may be composed of one or more packets.

The GNSS receiver 12 performs positioning based on the GNSS satellite signal, and outputs position information indicating the current geographical position (latitude / longitude) of the railway vehicle 10 to the control unit 14.

The drive unit 13 has a motor as a power source, a power transmission mechanism, wheels, and the like, and drives the railway vehicle 10.

The control unit 14 is composed of a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 14 controls various functions of the railway vehicle 10.

In one embodiment, the control unit 14 generates a message M1 transmitted by the railway vehicle 10 (communication unit 11) according to the one embodiment. The control unit 14 controls the communication unit 11 so as to transmit the generated message M1 to at least one of the roadside machine 40 and the mobile station (vehicle 20 and pedestrian terminal 30).

The message M1 may be generated and transmitted periodically, or may be generated at a timing determined by carrier sense to be transmittable or at a timing according to a request from the roadside machine 40. The message M1 can be transmitted by broadcast, group cast (multicast), or unicast, but in the following, it is mainly assumed that the message M1 is transmitted by broadcast.

FIG. 3 is a diagram showing the configuration of the message M1. The message M1 or the information element constituting the message M may be used in the ITS standard based on ARIB T109, the V2X standard defined in 3GPP, and the like.

As shown in FIG. 3, the message M1 is transmitted by the information element E11 indicating the vehicle type of the source vehicle, the information element E12 indicating the position of the source vehicle, and the information element E13 indicating the vehicle speed of the source vehicle. It has an information element E14 indicating the train length of the original vehicle (train) and an information element E15 indicating the traveling direction of the source vehicle.

Specifically, the information element E11 is an information element indicating that the source vehicle is a railroad vehicle. The information element E11 may be a 1-bit flag indicating whether or not the source vehicle is a railroad vehicle.

The information element E11 may be information that specifically represents the type of railroad vehicle (train), or such information may be further provided in the message M1. The type of railroad vehicle (train) may be a type determined according to the length of the interval between stop stations, for example, a type such as rapid, semi-express, or normal (stops at each station). The type of railroad vehicle (train) may be a type determined according to the application, for example, a passenger car, a freight car, or a business car.

The information element E12 is GNSS position information. GNSS location information includes latitude and longitude. The GNSS location information may further include altitude.

The information element E13 is an information element indicating the speed obtained from the GNSS position information or the speed obtained from the speedometer of the railway vehicle 10. The information element E13 may be an information element indicating acceleration in addition to velocity.

The information element E14 may be a numerical value indicating the total length of a train composed of a plurality of railway vehicles (for example, X [m]), or a numerical value indicating the number of railway vehicles constituting the train (how many cars are formed). May be good.

The information element E15 may be an information element indicating a specific direction in which the railway vehicle (train) travels, or may be a rough traveling direction of the railway vehicle (train), such as an ascending / descending direction or an outer / inward rotation. It may be an information element indicating.

(Roadside machine)
FIG. 4 is a diagram showing a configuration of a roadside machine 40 according to an embodiment. As shown in FIG. 4, the roadside machine 40 has a communication unit 41 and a control unit 42. The roadside machine 40 may have a GNSS receiver for time synchronization. The roadside machine 40 may have a communication interface for communicating with the railroad crossing alarm 130 and the railroad crossing barrier 140.

The wireless communication system of the roadside device 40 may be compliant with ARIB T109, 3GPP V2X (Vehicle to Everything) standard, or wireless LAN standard such as IEEE802.11 series. The roadside machine 40 may be an all-in type that can support all of these communication standards.

The communication unit 41 includes a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the signal to the control unit 42. The wireless communication module converts the baseband signal (transmission signal) output by the control unit 42 into a wireless signal and transmits it from the antenna.

When the communication unit 41 conforms to the ARIB T109 standard, it may have a function of performing carrier sense to determine a free state of a radio wave frequency (for example, 700 MHz band). The communication unit 41 transmits a packet at a timing determined by the control unit 42. One message may be composed of one or more packets.

The communication unit 41 may perform road-to-vehicle communication. The packet includes identification information used to identify the source, synchronization information indicating a synchronization method for the roadside machine 40, packet transmission time, and period information indicating the period of road-to-vehicle communication (for example, the number of transfers of road-to-vehicle communication, road-to-vehicle communication). Period length) and so on.

The communication unit 41 receives the message M1 (see FIG. 3) from the railway vehicle 10.

The control unit 42 is composed of a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 42 stores in advance position information indicating the geographical position of the railroad crossing 150. As the position information of the railroad crossing 150, the position information obtained by the GNSS receiver of the roadside machine 40 may be used. The control unit 42 controls various functions of the roadside machine 40.

The control unit 42 may acquire train detection information from a vehicle sensor provided on the road side of the track 110, and detect the approach of the railway vehicle 10 to the railroad crossing 150 based on the acquired train detection information. However, when the communication distance of the communication unit 41 is long, the approach of the railroad vehicle 10 to the railroad crossing 150 may be detected based on the message M1 received by the communication unit 41. In this case, the control unit 42 may detect the approach of the railroad vehicle 10 to the railroad crossing 150 by receiving the message M1.

First, the control unit 42 confirms that the source of the message M1 is the railroad vehicle 10 (information element E11) and confirms the current position of the railroad vehicle 10 (information element E12) based on the message M1. Here, it is assumed that the current position (information element E12) of the railway vehicle 10 indicates the train head position. Further, the control unit 42 confirms the speed (information element E13) of the railway vehicle 10. However, when the message M1 can be received periodically, the control unit 42 may calculate the speed from the periodic position (information element E12).

The control unit 42 calculates the distance between the head position of the railroad vehicle 10 and the position of the railroad crossing 150, and calculates the timing at which the railroad crossing 10 reaches the railroad crossing 150 based on the speed of the railroad crossing 10. Then, the control unit 42 determines a timing that is a predetermined time before the calculated arrival timing as a start timing for starting prohibition of entry of the vehicle 20 and the pedestrian terminal 30 to the railroad crossing 150.

Secondly, the control unit 42 calculates the position of the tail end of the train determined according to the train length (information element E14) based on the message M1, and between the position of the tail end of the railcar 10 and the position of the railroad crossing 150. And, based on the speed of the railroad car 10, the timing at which the tail end of the train including the railroad car 10 passes the railroad crossing 150 is calculated.

Then, the control unit 42 determines the calculated passage timing as the release timing for releasing the prohibition of entry of the vehicle 20 and the pedestrian to the railroad crossing 150. Further, the control unit 42 determines the period from the start timing to the release timing as a passage prohibition period.

In addition, trains pass through each of the two tracks 110a and 110b, and trains moving in opposite directions may be approaching the railroad crossing 150 at the same time. In this case, the control unit 42 identifies two trains moving toward the railroad crossing 150 based on the message M1 (particularly, the information element E15) from each train. The control unit 42 determines the start timing based on the message M1 from the train that reaches the railroad crossing 150 earlier, and determines the end timing based on the message M1 from the train that passes the railroad crossing 150 later. decide.

Thirdly, the control unit 42 generates a message M2 including an information element regarding the passing waiting time of the railroad vehicle 10 at the railroad crossing 150 based on the determined start timing, end timing, and passage prohibition period, and the generated message M2. Is controlled by the communication unit 41 so as to transmit to the mobile station (vehicle 20 and pedestrian terminal 30).

The generation and transmission of the message M2 may be performed periodically. The message can be transmitted by broadcast, group cast (multicast), or unicast, but in the following, it is mainly assumed that the message M2 is transmitted by broadcast.

Fourth, the control unit 42 is a traffic safety device so as to prohibit the entry of the vehicle 20 and the passersby to the railroad crossing 150 at the timing when the approach of the railroad vehicle 10 to the railroad crossing 150 is detected or the determined start timing. To control. For example, the control unit 42 controls the railroad crossing alarm 130 so as to start the alarm operation. Further, the control unit 42 controls the railroad crossing barrier 140 so as to start the blocking operation.

Fifth, the control unit 42 controls the traffic safety device so as to cancel the prohibition of entry of the vehicle 20 and pedestrians to the railroad crossing 150 at the determined release timing. For example, the control unit 42 controls the railroad crossing alarm 130 so as to stop the alarm operation. Further, the control unit 42 controls the railroad crossing barrier 140 so as to start the operation of releasing the cutoff state.

FIG. 5 is a diagram showing a configuration of a message M2 transmitted by the roadside unit 40 (communication unit 41) according to the embodiment. The message M2 may be a message sent / received at layer 2 or layer 3 in the OSI reference model, or may be a message sent / received at the application layer.

As shown in FIG. 5, the message M2 includes an information element E21 indicating that the railroad crossing 150 exists on the general road 120, an information element E22 indicating the geographical position of the railroad crossing 150, and a train approaching the railroad crossing 150. Information element E23 indicating that is detected, information element E24 indicating the period during which the railroad crossing 150 is prohibited from passing (that is, the period during which the train should wait for passage), and the entrance of the railroad crossing 150 on the general road 120. It has an information element E25 indicating a distance from the exit.

Specifically, the information element E21 is a 1-bit flag indicating that the railroad crossing 150 exists on the general road 120.

The information element E22 is an information element indicating the geographical position (latitude and longitude) of the railroad crossing 150. This location information may further include altitude.

The information element E23 may be a 1-bit flag indicating that the approach of the train to the railroad crossing 150 has been detected, or may be an information element indicating the arrival timing of the train to the railroad crossing 150. It may be an information element indicating the start timing determined by the roadside machine 40. The arrival timing or start timing may be represented by an absolute time (for example, hours, minutes, seconds) or a relative time from the current timing (for example, seconds after now). ..

The information element E24 may be an information element indicating the duration of the prohibition of passage based on the start timing (for example, the number of seconds after the alarm goes off), or the prohibition of passage based on the end timing. It may be an information element indicating the remaining time (for example, how many seconds are left to pass), or it may be an information element indicating the absolute time of the end timing (for example, what hour, minute, and second).

The information element E25 may be a numerical value (for example, how many meters) that specifically represents the distance between the entrance and the exit of the railroad crossing 150 on the general road 120, and the track 110 may be a single track or a double track. It may be an information element indicating the existence.

(vehicle)
FIG. 6 is a diagram showing a configuration of a vehicle 20 according to an embodiment. As shown in FIG. 6, the vehicle 20 has a communication unit 21, a GNSS receiver 22, a presentation unit 23, and a drive unit 24.

The communication unit 21 may comply with the ARIB T109 standard or the 3GPP V2X standard. The communication unit 21 may perform road-to-vehicle communication or may perform vehicle-to-vehicle communication.

The communication unit 21 is composed of a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the signal to the control unit 25. The wireless communication module converts the baseband signal (transmission signal) output by the control unit 25 into a wireless signal and transmits it from the antenna.

When the communication unit 21 complies with the ARIB T109 standard, the communication unit 21 has a function of performing carrier sense to determine the availability of the radio wave frequency (for example, 700 MHz band), and the packet is timing when the radio wave frequency is free. May be sent. When the communication unit 21 conforms to the V2X standard defined by 3GPP, the communication unit 21 may send and receive packets using the time and frequency assigned by the cellular base station (not shown). One message may be composed of one or more packets.

The GNSS receiver 22 performs positioning based on the GNSS satellite signal, and outputs position information indicating the current geographical position (latitude / longitude) of the vehicle 20 to the control unit 25.

The presentation unit 23 presents information to the driver of the vehicle 20. For example, the presentation unit 23 includes at least one of a display for displaying information and a speaker for outputting information by voice.

The drive unit 24 has an engine or motor as a power source, a power transmission mechanism, wheels, and the like, and drives the vehicle 20.

The control unit 25 is composed of a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 25 controls various functions in the vehicle 20.

In one embodiment, the communication unit 21 receives the message M2 (see FIG. 5) from the roadside unit 40. The control unit 25 controls the presentation unit 23 so as to present the information corresponding to the information element included in the message M2 to the driver. When the vehicle 20 is a vehicle that supports automatic driving (fully automatic driving or semi-automatic driving), the control unit 25 may control the drive unit 24 so as to perform driving according to the information element included in the message M2. ..

For example, the control unit 25 presents by the presentation unit 23 that there is a railroad crossing 150 in the traveling direction of the vehicle 20 based on the information element E21 and the information element E22 and the position information obtained by the GNSS receiver 22. At this time, the control unit 25 may also present the distance between the vehicle 20 and the railroad crossing 150 by the presentation unit 23. Further, the control unit 25 may control the drive unit 24 so as to decelerate the vehicle 20.

The control unit 25 presents at least one of information that the approach of the train to the railroad crossing 150 is detected, the arrival timing of the train to the railroad crossing 150, and the start timing of the prohibition of passage based on the information element E23. Presented by 23. Further, the control unit 25 may control the drive unit 24 so as to stop the vehicle 20.

Based on the information element E24, the control unit 25 has the duration of the traffic prohibition based on the start timing, the remaining time of the traffic prohibition based on the end timing of the traffic prohibition, and the absolute time of the end timing of the traffic prohibition. At least one piece of information is presented by the presentation unit 23. Further, the control unit 25 may control the drive unit 24 so as to keep the vehicle 20 stopped until the end timing of the prohibition of passage and to restart the progress of the vehicle 20 at the end timing.

Based on the information element E25, the control unit 25 has at least one of information indicating the distance between the entrance and exit of the railroad crossing 150 on the general road 120 and whether the track 110 is a single track or a double track. Information is presented by the presentation unit 23. Further, the control unit 25 may control the drive unit 24 so as to slow down between the entrance and the exit of the railroad crossing 150.

(Passer terminal)
FIG. 7 is a diagram showing a configuration of a passerby terminal 30 according to an embodiment. As shown in FIG. 7, the passerby terminal 30 has a communication unit 31, a GNSS receiver 32, and a presentation unit 33.

The communication unit 31 may be compliant with the ARIB T109 standard, the V2X standard of 3GPP, or the wireless LAN standard. The communication unit 31 is composed of a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the signal to the control unit 25. The wireless communication module converts the baseband signal (transmission signal) output by the control unit 25 into a wireless signal and transmits it from the antenna.

When the communication unit 31 complies with the ARIB T109 standard, the communication unit 31 has a function of performing carrier sense to determine the availability of the radio wave frequency (for example, 700 MHz band), and the packet is timing when the radio wave frequency is free. May be sent. When the communication unit 31 conforms to the V2X standard defined by 3GPP, the communication unit 31 may send and receive packets using the time and frequency assigned by the cellular base station (not shown). One message may be composed of one or more packets.

The GNSS receiver 32 performs positioning based on the GNSS satellite signal, and outputs position information indicating the current geographical position (latitude / longitude) of the pedestrian terminal 30 to the control unit 25.

The presentation unit 33 presents information to a passerby who possesses the passerby terminal 30. For example, the presentation unit 33 includes at least one of a display for displaying information and a speaker for outputting information by voice.

The control unit 25 is composed of a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 25 controls various functions in the passerby terminal 30.

In one embodiment, the communication unit 31 receives the message M2 (see FIG. 5) from the roadside unit 40. The control unit 25 controls the presentation unit 33 so as to present the information corresponding to the information element included in the message M2 to the driver.

For example, the control unit 25 presents to the presentation unit 33 that there is a railroad crossing 150 in the traveling direction of the pedestrian terminal 30 based on the information element E21 and the information element E22 and the position information obtained by the GNSS receiver 32. To do. At this time, the control unit 25 may also present the distance between the pedestrian terminal 30 and the railroad crossing 150 by the presentation unit 33.

The control unit 25 presents at least one of information that the approach of the train to the railroad crossing 150 is detected, the arrival timing of the train to the railroad crossing 150, and the start timing of the prohibition of passage based on the information element E23. Presented by 33.

Based on the information element E24, the control unit 25 has the duration of the traffic prohibition based on the start timing, the remaining time of the traffic prohibition based on the end timing of the traffic prohibition, and the absolute time of the end timing of the traffic prohibition. At least one piece of information is presented by the presentation unit 33.

Based on the information element E25, the control unit 25 has at least one of information indicating the distance between the entrance and exit of the railroad crossing 150 on the general road 120 and whether the track 110 is a single track or a double track. The information is presented by the presentation unit 33.

(Example of operation sequence)
FIG. 8 is a diagram showing an operation sequence example of the transportation communication system according to the embodiment.

As shown in FIG. 8, in step S1, the railroad vehicle 10 transmits the message M1 to the roadside machine 40.

In step S2, the roadside machine 40 determines the start timing for starting the prohibition of entry of the vehicle 20 and the passersby to the railroad crossing 150 and the release timing for canceling the prohibition of entry based on the message M1 received from the railway vehicle 10. To do.

In step S3, the roadside machine 40 transmits a message M2 based on the result of step S2 to the mobile station (vehicle 20 and pedestrian terminal 30).

In step S4, the roadside machine 40 controls the railroad crossing alarm 130 and the railroad crossing barrier 140 so as to start prohibiting the entry of the vehicle 20 and passersby to the railroad crossing 150 at the start timing determined in step S3.

In step S5, the roadside machine 40 transmits the message M2 to the mobile station (vehicle 20 and pedestrian terminal 30). Here, the roadside machine 40 may include in the message M2 the remaining time during which the entry prohibited state is maintained.

In step S6, the roadside machine 40 controls the railroad crossing alarm 130 and the railroad crossing barrier 140 so as to release the prohibition of entry of the vehicle 20 and passersby to the railroad crossing 150 at the end timing determined in step S3.

In step S7, the roadside machine 40 transmits the message M2 to the mobile station (vehicle 20 and pedestrian terminal 30). The message M2 transmitted here may not include an information element indicating the approach of the train to the railroad crossing 150.

(Other embodiments)
The mobile station (vehicle 20 and pedestrian terminal 30) may receive the message M1 transmitted from the railway vehicle 10. FIG. 9 is a diagram showing an operation sequence example of the transportation communication system according to another embodiment. As shown in FIG. 9, in step S11, the railroad vehicle 10 transmits the message M1 to the vehicle 20 and the pedestrian terminal 30. In steps S12 and S13, each of the vehicle 20 and the pedestrian terminal 30 starts to prohibit the entry of the own mobile station to the railroad crossing 150 by the same operation as the operation of the roadside machine 40 described above, and the entry prohibition. To determine the release timing. Then, each of the vehicle 20 and the pedestrian terminal 30 performs presentation control and the like similar to those of the above-described embodiment based on the determined start timing and release timing.

In the above-described embodiment, the railroad vehicle 10, the vehicle 20, and the roadside machine 40 have been described, but a communication device (communication module) provided in at least one of the railroad vehicle 10, the vehicle 20, and the roadside machine 40 is provided. May be done.

Although one embodiment has been described in detail with reference to the drawings above, the specific configuration is not limited to the above, and various design changes and the like can be made without departing from the gist. ..

10: Railroad vehicle 11: Communication unit 12: GNSS receiver 13: Drive unit 14: Control unit 20: Vehicle 21: Communication unit 22: GNSS receiver 23: Presentation unit 24: Drive unit 25: Control unit 30: Pedestrian terminal 31: Communication unit 32: GNSS receiver 33: Presentation unit 40: Roadside unit 41: Communication unit 42: Control unit 110: Railroad track 120: General road 130: Railroad crossing alarm 140: Railroad crossing breaker 150: Railroad crossing

Claims (15)

A base station provided around an intersection where a dedicated road, which has priority over general roads, and the general road intersect.
A first message including an information element indicating a specific vehicle passing through the exclusive road as a type of the source vehicle and an information element indicating at least one of the position of the specific vehicle and the speed of the specific vehicle is sent from the specific vehicle. Equipped with a communication unit to receive
The communication unit is a base station that transmits a second message including an information element regarding a waiting time for passing the specific vehicle at the intersection to a mobile station. The base station according to claim 1, wherein the mobile station is at least one of a vehicle passing through the general road and a terminal of a passerby passing through the general road. The base station according to claim 1 or 2, wherein the specific vehicle is a railroad vehicle, the exclusive road is a railroad track, and the intersection is a railroad crossing. The base station according to claim 3, wherein the first message further includes an information element indicating at least one of the total length of the train including the railroad vehicle and the number of railroad vehicles constituting the train. The base station according to claim 3 or 4, wherein the first message further includes an information element indicating the traveling direction of the railway vehicle. The base station according to any one of claims 3 to 5, wherein the second message further includes an information element indicating that the approach of the railroad vehicle to the railroad crossing has been detected. The base station according to any one of claims 3 to 6, wherein the second message further includes an information element indicating the geographical position of the railroad crossing. The base station according to any one of claims 3 to 7, wherein the second message further includes an information element indicating a distance between the entrance and the exit of the railroad crossing on the general road. When the approach of the specific vehicle to the railroad crossing is detected, a control unit for controlling the approach to the railroad crossing is further provided.
The base station according to any one of claims 3 to 8, wherein the control unit determines a release timing for releasing the prohibition of entry to the railroad crossing based on the first message. Based on the first message, the control unit further determines the start timing for starting the prohibition of entering the intersection.
The base station according to claim 9, wherein the control unit controls to start prohibition of entry to the intersection at the start timing. The traffic safety device includes a railroad crossing alarm.
The control unit controls the railroad crossing alarm so as to start an alarm operation when the approach of the specific vehicle to the railroad crossing is detected.
The base station according to claim 9 or 10, wherein the control unit controls the railroad crossing alarm so as to stop the alarm operation at the release timing. There is a railroad crossing barrier provided at the railroad crossing,
The control unit controls the railroad crossing barrier so as to start a blocking operation when the approach of the specific vehicle to the railroad crossing is detected.
The base station according to any one of claims 9 to 11, wherein the control unit controls the railroad crossing barrier so as to start an operation of releasing the cutoff state at the release timing. It is a specific vehicle that travels on a dedicated road where traffic is prioritized over general roads.
An information element indicating the specific vehicle as a type of source vehicle for at least one of a base station and a mobile station provided around an intersection where the dedicated road through which the specific vehicle passes and the general road intersect, and the above. A specific vehicle comprising a transmission unit that transmits a message including an information element indicating the position of the specific vehicle and at least one of the speeds of the specific vehicle. It ’s a mobile station,
A message from a base station provided around an intersection where a dedicated road and the general road intersect, in which passage is prioritized over a general road, including an information element regarding a waiting time for a specific vehicle passing through the dedicated road at the intersection. And the receiver that receives
A mobile station including a control unit that controls to present information on the transit waiting time based on the message. It ’s a mobile station,
As a type of source vehicle, it includes an information element indicating a specific vehicle passing through a dedicated road in which passage is prioritized over a general road, and an information element indicating at least one of the position of the specific vehicle and the speed of the specific vehicle. A communication unit that receives a message from the specific vehicle,
A mobile station including a control unit that controls to present information on a waiting time for passing the specific vehicle at an intersection where a dedicated road through which the specific vehicle passes and the general road intersect based on the message.

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