JP2021007050A - Passage gate determination device, passage gate determination system and passage gate determination method - Google Patents

Abstract

To provide a passage gate determination device capable of determining a passage gate which is optimal for a vehicle traveling in a tollgate area.SOLUTION: The present invention relates to a passage gate determination device which is provided in a tollgate area including multiple tollgates and determines an optimal passage gate that a control target vehicle entering the tollgate area is made pass. The passage gate determination device comprises: a vehicle communication section for communicating with the vehicle traveling in the tollgate area; a gate communication section for communicating with the multiple tollgates; and a gate determination section. In the gate determination section, multiple conditions required for determining the optimal passage gate are set based on vehicle information and periphery information which are acquired from the control target vehicle via the vehicle communication section, working situations of the tollgates and predetermined passage vehicle information of the tollgates which are acquired from the multiple tollgates via the gate communication section, the multiple conditions are prioritized, candidates of the optimal tollgate is selected by using the conditions from the highest priority, and a tollgate satisfying the multiple conditions is determined as the optimal tollgate.SELECTED DRAWING: Figure 2

Description

The present invention relates to a technique for guiding a vehicle traveling in a tollhouse area to an appropriate gate.

In recent years, the automatic driving technology for controlling the automatic driving of a vehicle has advanced, and a vehicle capable of automatic driving is being realized. Therefore, there is a demand for a system that can determine the optimum passage gate even on a road including a section where there is no lane, such as a tollhouse on an expressway, and can continue automatic driving of a vehicle.

It is desirable to determine the optimum passage gate for a vehicle in consideration of the road environment and the trends of other vehicles. In Patent Document 1, a comprehensive judgment is made based on a first viewpoint of selecting a gate that can be reached faster for the own vehicle and a second viewpoint of selecting a gate that changes the lane less frequently of the own vehicle, and the optimum passage is made. The in-vehicle device that determines the gate is disclosed.

International Publication No. 2018/142566

The passing gate determination device of Patent Document 1 is mounted on a vehicle, but when there are a plurality of other vehicles in the vicinity, the accuracy of detecting other vehicles and the method of determining the route calculation to the passing gate are different for each vehicle. However, there is a problem that the optimum passage gate cannot always be determined.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a passing gate determining device capable of determining the optimum passing gate for a vehicle traveling in a tollhouse area.

The passage gate determination device according to the present invention is a passage gate determination device provided in a toll office area having a plurality of toll office gates and determining an optimum passage gate through which a controlled vehicle entering the toll office area is passed. The gate communication unit includes a vehicle communication unit that communicates with a vehicle traveling in the toll office area, a gate communication unit that communicates with the plurality of toll gates, and a gate determination unit. Vehicle information and peripheral information acquired from the controlled vehicle via the vehicle communication unit, and the operating status of the toll gate and the toll gate obtained from the plurality of toll gates via the gate communication unit. A plurality of conditions necessary for determining the optimum passing gate are set based on the vehicle information to be passed, the plurality of conditions are given priority, and the optimum conditions are used in order from the highest priority condition. Candidates for passing gates are selected, and the toll gate that satisfies the plurality of conditions is determined as the optimum passing gate.

According to the passing gate determination device according to the present invention, it is possible to determine and guide the optimum passing gate for a vehicle traveling in the tollhouse area.

It is a figure which shows an example of the tollhouse area provided with the passage gate determination apparatus of embodiment which concerns on this invention. It is a functional block diagram which shows the structure of the passage gate determination system of embodiment which concerns on this invention. It is a flowchart explaining the schematic operation of the passage gate determination apparatus of embodiment which concerns on this invention. It is a figure explaining an example of the condition necessary for determining the optimum passage gate. It is a flowchart explaining the process of determining an optimum passage gate. It is a figure which shows an example of the definition of the reference value and weighting of a gate determination condition from the viewpoint of efficiency and comfort. It is a flowchart explaining the process of determining an optimum passage gate. It is a figure which shows an example of the database stored in the passing vehicle information part. It is a figure explaining the selection of the candidate of the optimum passage gate. It is a figure explaining the result of the comprehensive evaluation.

<Embodiment>
<Structure>
FIG. 1 is a diagram showing an example of a tollhouse area provided with the passage gate determination device 10 according to the embodiment of the present invention, and is a plan view of the tollhouse area as viewed from above.

In FIG. 1, a point that is a dozen meters before the tollhouse gate of an expressway or the like and where the road width increases is shown as a tollhouse area start point. The starting point of the tollhouse area is not limited to this, and any point may be used as a reference point for each of the following areas. A vehicle equipped with V2X (Vehicle-to-Everything) passing through the tollhouse area start point is detected by the vehicle detection device 20. The vehicle detection device 20 does not distinguish between a vehicle equipped with V2X and a vehicle not equipped with V2X, and detects all vehicles passing through the toll booth area start point.

The area from the tollhouse area start point to the tollhouse gate area is shown as the tollhouse area, the section several meters before the tollhouse gate area is shown as the straight area, and the section excluding the straight-ahead area from the tollhouse area is shown as the lane change area. Further, a vehicle sensor LS is provided at each exit of the tollhouse gate 30, and the result of confirming the passage of the vehicle by the vehicle sensor LS is transmitted to the passing vehicle detection unit 302 (FIG. 2) in the tollhouse gate 30. ..

FIG. 2 is a functional block diagram showing the configuration of the passage gate determination system 100 according to the embodiment of the present invention. As shown in FIG. 2, the passage gate determination system 100 includes a passage gate determination device 10, a vehicle detection device 20, and a toll gate 30, and communicates with the V2X-equipped vehicle 40 to obtain an optimum passage gate for each vehicle. Is determined and transmitted to the V2X-equipped vehicle 40 as passing gate information. In addition, travel control information is also transmitted to the V2X-equipped vehicle 40.

The passage gate determination device 10 is a device for determining the optimum passage gate from a plurality of gates for a V2X-equipped vehicle that has entered the toll office area, and is a vehicle communication unit 101, a sensing information communication unit 102, a gate communication unit 103, It includes a gate determination unit 104, a manually driven vehicle detection unit 105, a map information storage unit 106, a vehicle information unit 107, a passing vehicle information unit 108, and a travel control information generation unit 109.

The vehicle communication unit 101 communicates with the vehicle equipped with V2X, and as vehicle information, destination information (including course information after passing through the gate), vehicle speed, ETC (Electronic Toll Collection System) installation status, and driving status (automatic / (Manually) and the current position (coordinates) and road surface condition are acquired as peripheral information.

The sensing information communication unit 102 communicates with the sensing information communication unit 202 in the vehicle detection device 20. The gate communication unit 103 communicates with the gate communication unit 303 in the tollhouse gate 30.

The gate determination unit 104 determines the optimum passage gate based on vehicle information and vehicle peripheral information from the V2X-equipped vehicle detected by the vehicle detection device 20, passage gate information (vehicle information) from the toll gate 30, map information, and the like. decide. Further, the determined optimum passage gate information and a part of the input information are output to the travel control information generation unit 109. The detailed determination method of the optimum passage gate will be described later.

The manually driven vehicle detection unit 105 acquires information on the driving status of the V2X-equipped vehicle via the vehicle communication unit 101. As a result, when the V2X-equipped vehicle detected by the vehicle detection device 20 is manually driven, it is determined that the manually driven vehicle has entered the tollhouse area. Of the vehicles that have entered the tollhouse area, vehicles that do not have a communication function with the passing gate determination device 10, that is, vehicles that are not equipped with V2X, do not transmit vehicle information and peripheral information. Is treated as a manually driven vehicle. In addition, a vehicle that does not have an automatic driving function is also treated as a manually driven vehicle. When the vehicle detection device 20 detects a vehicle treated as a manually driven vehicle as described above, the information is sent to the detection information communication unit 102 via the detection information communication unit 202. The sensing information communication unit 102 inputs the received information to the manually driven vehicle detection unit 105.

The map information storage unit 106 stores map information regarding the road in the tollhouse area where the vehicle is traveling. The map information to be stored includes the position of the tollhouse, the road shape, the type and shape of the road beyond the tollhouse, the position of the tollhouse gate installed at the tollhouse, and the like.

The vehicle information unit 107 holds the destination information, the vehicle speed, the presence / absence of ETC installation, and the driving status (automatic / manual), which are vehicle information obtained from the V2X-equipped vehicle via the vehicle communication unit 101.

The passing vehicle information unit 108 is a database that stores passing vehicle information that records which vehicle is scheduled to pass at each toll gate, and uses a queue data structure. As will be described later, when a passing vehicle detection unit 302 of the tollhouse gate 30 detects a passing vehicle and receives new passing gate information, the oldest vehicle recorded corresponding to the tollhouse gate 30. Delete the information.

When the vehicle detection device 20 detects the vehicle equipped with V2X and the manually driven vehicle detection unit 105 and the passing vehicle information unit 108 do not detect the manually driven vehicle, the travel control information generation unit 109 gates from the toll station area start point. The travel route information and the vehicle speed (travel control information) to and from the optimum passage gate determined by the determination unit 104 are generated. On the other hand, when the vehicle detection device 20 detects the vehicle equipped with V2X and the manually driven vehicle detection unit 105 or the passing vehicle information unit 108 detects the manually driven vehicle, information indicating that the traveling route and the vehicle speed are not generated is provided. Generate.

The vehicle detection device 20 receives the detection result of the vehicle detector 201 for detecting the vehicle entering the tollhouse area and the vehicle detector 201 and transmits the detection result to the detection information communication unit 102 in the passing gate determination device 10. It includes an information and communication unit 202.

The toll gate 30 has a gate traffic information unit 301 that temporarily holds vehicle information of vehicles that have passed through the gate as passing gate information, and a passage that detects that a V2X-equipped vehicle traveling in the toll gate area has passed through the gate. It includes a vehicle detection unit 302 and a gate communication unit 303 that transmits the passing gate information of the vehicle that has passed through the gate to the passing gate determining device 10.

When the passing vehicle detection unit 302 detects a vehicle passing through the gate, the gate traffic information unit 301 transmits the passing gate information of the vehicle to the passing gate determination device 10 via the gate communication unit 303. The passing gate determination device 10 receives the passing gate information transmitted from the gate communication unit 303 via the gate communication unit 103 and outputs it to the passing vehicle information unit 108. The passing vehicle information unit 108 that has received the new passing gate information deletes the oldest vehicle information corresponding to the tollhouse gate 30 that has transmitted the information.

The gate communication unit 303 is used between the tollhouse gate 30 and the passage gate determination device 10, for example, LTE (Long Term Evolution), 4G (4th Generation), 5G (5th Generation), WiFi (Wireless Fidelity), Bluetooth ( Communicate using registered trademarks), optical beacons, etc. The gate traffic information unit 301 may be provided in the passage gate determination device 10.

The V2X-equipped vehicle 40 includes an automatic driving control device 400, a vehicle information acquisition unit 401, a peripheral information acquisition unit 402, a notification unit 406, and an actuator 407.

The vehicle information acquisition unit 401 acquires vehicle information, which is vehicle information. The vehicle information includes a vehicle state quantity representing the state of the vehicle. The vehicle information acquisition unit 401 includes, for example, a steering angle sensor, a vehicle speed sensor, a blinker sensor, a light sensor, a yaw rate sensor, and an acceleration sensor.

The steering angle sensor detects the steering angle of the own vehicle. The vehicle speed sensor detects the traveling speed of the own vehicle. The winker sensor detects the direction indicated by the direction indicator of the own vehicle. The light sensor detects the on and off of the lights of the own vehicle. The yaw rate sensor detects the yaw rate of the own vehicle, and the acceleration sensor detects the acceleration of the own vehicle.

The sensor group constituting the vehicle information acquisition unit 401 is not limited to the sensors illustrated above, and recognizes the operating state of the own vehicle, for example, a sensor that detects the operating state of a brake, a gear, or a wiper. Other sensors may be used as long as they can be used.

The peripheral information acquisition unit 402 has a sensor group that acquires peripheral information indicating the state of the surrounding environment of the own vehicle. Examples of the sensor group of the peripheral information acquisition unit 402 include a GPS (Global Positioning System) device, an in-vehicle communication device, a peripheral sensor, and a navigation system.

The GPS device receives GPS signals from a plurality of GPS satellites and positions the own vehicle. The in-vehicle communication device performs vehicle-to-vehicle communication between the own vehicle and another vehicle, or road-to-vehicle communication between the own vehicle and the roadside unit. Peripheral sensors are distance-sensing sensors such as millimeter-wave radar and ultrasonic sonar, which detect the position of other vehicles, pedestrians, buildings, obstacles, and other objects in the vicinity of the own vehicle, and the detected objects In the case of a moving body such as another vehicle or a pedestrian, the moving speed of the moving body is detected. The navigation system uses the map information and the position information of the own vehicle acquired by the GPS device to display the current position of the own vehicle on the map or display the route from the current position of the own vehicle to the destination. .. The map information can be acquired from the outside using, for example, an in-vehicle communication device.

The sensor group constituting the peripheral information acquisition unit 402 is not limited to the sensors exemplified above. For example, another sensor such as an in-vehicle camera may be used as long as it can recognize the state around the own vehicle.

The automatic driving control device 400 transmits the vehicle information and peripheral information obtained from the vehicle information acquisition unit 401 and the peripheral information acquisition unit 402 to the passage gate determination device 10, and the passage gate information and travel control are transmitted from the passage gate determination device 10. The vehicle communication unit 403 that receives the information, the travel route generation unit 404 that generates the travel route based on the vehicle information, the peripheral information, the passage gate information received from the passage gate determination device 10, and the travel control information, and the travel route. It has a vehicle control unit 405 that controls the travel of the vehicle by controlling the actuator 407 according to the travel path generated by the generation unit 404.

The vehicle communication unit 403 communicates between the V2X-equipped vehicle 40 and the passage gate determination device 10, for example, using LTE, 4G, 5G, WiFi, Bluetooth (registered trademark), an optical beacon, or the like.

In order to realize automatic driving, automatic braking, automatic acceleration / deceleration control such as ACC (Adaptive Cruise Control), automatic parking control, lane keeping control, etc. are required, and the automatic driving control device 400 is a CPU (Central Processing Unit). , DSP (Digital Signal Processor), etc., and these processors realize automatic operation by executing a program stored in a storage device (not shown).

The notification unit 406 is a device that notifies the passenger of various information output from the vehicle control unit 405 of the automatic driving control device 400, for example, the level of automatic driving, the failure state, the transfer of driving authority, the transition of the vehicle state, and the like. It is composed of a display device such as a liquid crystal display device and a HUD (Head-Up Display), and an HMI (Human Machine Interface) having an audio output device such as a speaker.

Actuator 407 is a general term for devices necessary for realizing automatic driving of a vehicle such as steering, throttle, brake, shift, and blinker.

<Operation>
Next, the schematic operation of the passing gate determination device 10 will be described with reference to the flowchart shown in FIG.

When the passage gate determination device 10 starts a series of processes, it first confirms the presence or absence of a V2X-equipped vehicle passing through the tollhouse area start point via the vehicle detection device 20 (step S1). If the passage of the vehicle equipped with V2X is not detected in step S1 (in the case of No), step S1 is repeated.

On the other hand, when a vehicle equipped with V2X is detected in step S1 (in the case of Yes), vehicle information (destination information, vehicle speed, ETC installation presence / absence, driving) is transmitted from the detected vehicle (controlled vehicle) via the vehicle communication unit 101. The situation (automatic / manual)) and surrounding information (current position, road surface condition) are acquired (step S2).

Then, based on the vehicle information and surrounding information acquired in step S2, the current passing vehicle information stored in the passing vehicle information unit 108, and the gate operating status, the gate determining unit 104 (FIG. 2) determines the optimum passing gate. Determine (step S3).

Next, the gate determination unit 104 adds the vehicle information acquired in step S2 to the information of the optimum passage gate determined in step S3, and updates the passing vehicle information in the passing vehicle information unit 108 (step S4). .. From the updated latest passing vehicle information list, it is confirmed whether or not there is a manually driven vehicle in the tollhouse area (step S5).

When there is no manually driven vehicle in the toll office area (No), the travel control information generation unit 109 generates travel route information from the present time to the optimum passage gate determined in step S3 for the vehicle to be controlled. (Step S6).

At this time, the lane change is made within the lane change area, and a traveling route is generated so as to go straight from the straight-ahead area to the optimum passage gate determined in step S3. The travel route information also includes vehicle speed information.

Further, the information of the optimum passage gate determined in step S3 and the travel control information generated in step S6 are transmitted to the controlled vehicle (step S7), and a series of processes is completed.

On the other hand, when it is confirmed in step S5 that there is a manually driven vehicle in the tollhouse area (in the case of Yes), the information of the optimum passage gate determined in step S3, the travel route information, and the vehicle speed information (travel control information). ) Is generated and transmitted to the controlled vehicle as travel control information (step S8), and a series of processes is completed.

Next, an example of the conditions necessary for determining the optimum passage gate will be described with reference to FIG. As shown in FIG. 4, the determination of the optimum passage gate includes, for example, gate type, safety, efficiency and comfort conditions as major items. Regarding safety, the condition of collision risk can be mentioned as a medium item, and for efficiency, the condition of a destination can be mentioned as a medium item.

As for the gate type, sub-items include the operating status of the gate, that is, the condition of whether it is closed or operating (closed / operating), ETC gate or general gate (ETC / general).

For safety, sub-items include conditions for sudden braking and sudden steering, for efficiency, sub-items include conditions for the course after passing through the gate, and for comfort, sub-items are lanes. Conditions for the number of changes and the degree of congestion can be mentioned.

From the viewpoint of gate type and safety, it is an independent evaluation target that independently evaluates whether or not it is suitable for a passing gate. From the viewpoint of efficiency and comfort, the optimum passage gate is determined by making it a comprehensive evaluation target that comprehensively evaluates by combining the conditions of each sub-item. In addition, the seven sub-items are given priority of 1 to 7. The priority is 1 when the gate is closed or in operation, 2 and 3 for sudden braking and sudden steering, respectively, and 7 which is the least crowded.

Next, the process of determining the optimum passage gate using the conditions shown in FIG. 4 in the gate determination unit 104 (FIG. 2) will be described with reference to the flowchart shown in FIG. The flowchart shown in FIG. 5 corresponds to the detailed flow of step S3 in FIG.

When the process of determining the optimum passing gate is started, the gate determining unit 104 first acquires information on the operating status of each tollhouse gate 30 having priority 1 from the database of the passing vehicle information unit 108 (step S31). The operating status is whether it is closed or operating, and it does not matter whether it is an ETC gate or a general gate.

The gate determination unit 104 deletes the closed tollgate gate 30 from the candidates for the optimum passage gate from the operation status information acquired in step S31 (step S32).

In the candidate for the optimum passing gate that was not deleted in step S32, the gate determination unit 104 calculates the front-rear acceleration from the vehicle speed of the vehicle detected at the start point of the tollhouse area and the distance to each tollhouse gate 30 (step S33). ..

That is, when there is a vehicle scheduled to pass through the gate in front of the tollhouse gate 30, the front-rear acceleration is calculated by the distance from the controlled vehicle to the vehicle scheduled to pass. At this time, a person who calculates the front-rear acceleration more strictly depending on whether the road surface is wet or dry, based on the road surface condition included in the peripheral information acquired from the vehicle to be controlled via the vehicle communication unit 101. Is desirable.

From the front-rear acceleration calculated in step S33, the gate determination unit 104 determines the possibility of sudden braking of priority 2, and in order to collide with the tollhouse gate 30 or the vehicle scheduled to pass through the gate, or to avoid a collision. The tollhouse gate 30, which may require a sudden braking, is deleted from the candidates for the optimum passage gate (step S34).

The sudden braking is, for example, a case where the front-rear acceleration is −0.25 G or less, but is not limited to this.

In the optimum passage gate candidates not deleted in steps S32 and S34, the left-right acceleration or yaw angular velocity at the time of lane change is calculated based on the vehicle speed of the controlled vehicle and the distance to each optimum passage gate candidate (). Step S35).

From the left-right acceleration or yaw angular velocity calculated in step S35, the gate determination unit 104 determines the possibility of a steep steering wheel of priority 3, and the tollhouse gate 30, which may require a steep steering wheel when changing lanes, passes optimally. It is deleted from the gate candidates (step S36).

The steep steering wheel is, for example, a case where the lateral angular velocity is ± 0.25 G or the yaw angular velocity is 8.5 deg / sec, but the steering wheel is not limited to this.

Here, methods for calculating the front-back acceleration, the left-right acceleration, and the yaw angle velocity are known, and the above-mentioned values are available at http://www.hrr.mlit.go.jp/library/happyoukai/h27/A/A13. It is disclosed in "Utilization of ETC2.0 probe information in traffic accident analysis" in pdf.

The gate determination unit 104 acquires the gate type information of priority 4 from the database of the passing vehicle information unit 108 for the candidate of the optimum passing gate that was not deleted in step S32, step S34, and step S36 (step S37).

Then, the candidate for the optimum passing gate is selected based on the ETC mounting presence / absence information acquired from the controlled vehicle via the vehicle communication unit 101 and the gate type information acquired in step S37 (step S38). If the vehicle to be controlled is equipped with ETC, an ETC-compatible gate is selected, and if ETC is not installed, a general gate is selected as a candidate for the optimum passage gate.

Among the candidates for the optimum passing gate that were not deleted in step S32, step S34, step S36 and step 38, the gate determination unit 104 determines the efficiency (destination) of priority 5 and priorities 6 and 7 which are the targets of comprehensive evaluation. One optimum transit gate is determined from the viewpoint of comfort (number of lane changes, degree of congestion) (step S39).

FIG. 6 is a diagram showing an example of definitions of reference values and weighting of gate determination conditions from the viewpoint of efficiency and comfort. In FIG. 6, from the viewpoint of efficiency, (1) "course after passing through the gate" is mentioned as a gate determination condition, and from the viewpoint of comfort, (2) "number of lane changes" and (3) "congestion degree". ".

As a reference value, the order is set in the order of gate blocks closest to the direction of travel for (1) "Course after passing through the gate", and for "Number of lane changes" in (2), the lane to each gate. The ranking is set in ascending order of the number of changes, and the ranking is set in the order of the gate with the fewest vehicles scheduled to pass for the "congestion degree" in (3). The weighting values are 5, 3, and 1 in descending order of priority. However, when the destination information cannot be acquired in step S2 shown in FIG. 3, the reference value is set to 0 for the course after passing through the gate for efficiency, and it is not used as the criterion for determining the gate.

Next, the process of determining the optimum passage gate based on the definition shown in FIG. 6 in the gate determination unit 104 (FIG. 2) will be described with reference to the flowchart shown in FIG. The flowchart shown in FIG. 7 corresponds to the detailed flow of step S39 in FIG.

When the process of determining the optimum passage gate is started, the gate determination unit 104 first includes the destination information (including the course information after passing through the gate) in the vehicle information of the controlled vehicle acquired in step S2 (FIG. 3). It is confirmed whether or not it is (step S391).

When the vehicle information includes the destination information (in the case of Yes), the order is given from the tollhouse gate 30 closest to the traveling direction (step S392). At this time, the reference value is ranked for each block in which the number of gates is divided by the number of traveling directions. For example, as shown in FIG. 1, when the routes after passing through the tollhouse gate 30 are in the direction of A and B, the six tollhouse gates 30 indicated by the gate names G1 to G6 are each three. It is divided into two blocks. Specifically, it is divided into a gate with gate names G1 to G3 and a gate with gate names G4 to G6.

On the other hand, when the vehicle information does not include the destination information (No), the reference value is set to 0 (step S393), and the vehicle information is not used as the criterion for determining the gate.

Next, the reference value is ranked from the tollhouse gate 30 with few lane changes based on the controlled vehicle (step S394).

Next, the gate determination unit 104 ranks the reference values from the vacant gates based on the vehicle information to be passed, which is acquired from the database of the passing vehicle information unit 108 (step S395).

Then, the gate determination unit 104 calculates a weighted addition value (first addition value) weighted according to the definition of FIG. 6 for each set reference value, and totals them to add up the total addition value (second addition). The value) is calculated, and the gate with the smallest total addition value is set as the optimum passage gate (step S396).

Next, it is confirmed whether or not there is one optimum passage gate determined in step 396 (step S397).

When it is confirmed in step S397 that there is only one optimum passage gate (in the case of Yes), the gate having the smallest total addition value calculated in step S396 is set as the optimum passage gate (step S398).

On the other hand, when it is confirmed in step S397 that there are a plurality of optimum passage gates (No), weighting addition is performed in each gate determination condition in the order of priority gate determination condition, and the weighted addition value (first). The added value of 3) is calculated, and the gate with the minimum calculated added value is set as the optimum passing gate (step S399).

FIG. 8 is an example of a database stored in the passing vehicle information unit 108, and is represented as a list. As shown in FIG. 8, gate information including gate names G1 to G6 of each tollhouse gate 30 and gate types (closed / operating, ETC / general) is recorded in the first line.

Information on vehicles scheduled to pass for three vehicles can be recorded at each gate, vehicle identification information (vehicles A to F) is recorded in the left column, and flag information of whether the vehicle is automatically driven or manually driven is recorded in the right column. As the identification information, for example, the information in the position coordinates at the time of entering the tollhouse area is recorded.

For example, 0 is registered for the flag information in the case of an automatically driven vehicle, and 1 is registered in the case of a manually driven vehicle. When the optimum passing gate of the controlled vehicle is determined, the vehicle information of the controlled vehicle is recorded in first-in, first-out according to the data structure of the queue, and when the passing vehicle detection unit 302 of the toll gate 30 detects the passing vehicle, , Delete the oldest vehicle information corresponding to the toll gate 30.

For example, in FIG. 8, when the vehicle A passes through the tollhouse gate 30 having the gate name G5, the vehicle information (identification information and flag information) of the vehicle A is deleted from the column of the gate name G5 in the database. As a result, the vehicle information of the vehicle B becomes the oldest vehicle information.

Next, in the passing gate determination system 100 of the embodiment described above, an example of selecting the optimum passing gate candidate will be described using the table shown in FIG.

As shown in FIG. 1, it is assumed that the vehicle detection device 20 detects that the vehicle G has entered the tollhouse area and the passage gate determination device 10 recognizes it. Vehicles B to F have entered the tollhouse area, vehicle A has passed through the tollhouse gate 30 with the gate name G5, and vehicle H has not yet entered the tollhouse area.

As shown in FIG. 9, the vehicle G is an automatically driven vehicle, and is traveling in the overtaking lane at a vehicle speed of 60 km / h when entering the toll booth area. The road surface is dry and ETC is installed. From the destination information, proceed in the direction of A after passing through the gate. The gate information at this point is the same as in FIG. 8, the tollhouse gate 30 with the gate name G1 is closed, the tollhouse gate 30 with the gate names G2 to G5 is the ETC gate, and the tollhouse gate 30 with the gate name G6. Is a general gate.

According to the flowchart of FIG. 5, first, the tollhouse gate 30 with the gate name G1 closed by step S32 is deleted from the candidates for the optimum passage gate.

Next, since the vehicle G is traveling behind the vehicle E scheduled to pass through the toll gate 30 of the gate name G4, it is necessary to suddenly brake in order to avoid a collision or a collision with the vehicle E. Then, in step S34, the toll gate 30 with the gate name G4 is deleted from the candidates for the optimum passage gate.

Assuming that the tollhouse gate 30 that requires a steep steering wheel does not exist for the vehicle G, there is no tollhouse gate 30 that is deleted from the candidates for the optimum passage gate in step S36.

Further, since the vehicle G is equipped with ETC, the tollhouse gate 30 having the gate name G6, which is a general gate, is deleted from the candidates for the optimum passage gate in step 38. At this point, the candidates for the optimum transit gate are the tollhouse gates 30 at the three gate names G2, G3, and G5.

Next, an example of determining the optimum passage gate by comprehensive evaluation according to the flowchart of FIG. 7 will be described.

First, an evaluation is made from the viewpoint of efficiency. Since the vehicle G travels in the direction of A after passing through the gate based on the destination information, the number of gates is divided by the number of the traveling directions, and the blocks close to the traveling direction of the vehicle G are ranked. In the case of FIG. 1, since the course after passing through the tollhouse gate 30 is in two directions, the direction A and the direction B, the tollhouse gate 30 with the gate names G1 to G3 is the A block and the tollhouse with the gate names G4 to G6. The gate 30 is a B block.

Since the vehicle G, which is the vehicle to be controlled, travels in the A direction after passing through the gate, the gate blocks close to the traveling direction are in the order of the A block and the B block. Therefore, the efficiency reference values of the optimum passage gate candidates remaining at the time of step S38 are G2 = 1, G3 = 1, and G5 = 2.

Next, from the viewpoint of comfort, evaluation is performed based on the number of lane changes. As shown in FIG. 1, vehicle G is traveling in the right lane, which is the overtaking lane, and changes lanes twice to the tollhouse gate 30 with the gate name G2 and once to the tollhouse gate 30 with the gate name G3. Since the lane change and the tollhouse gate 30 with the gate name G5 are changed once, the gates with few lane changes are in the order of gate names G3, G5, and G2. Therefore, the reference values for the number of lane changes in the candidates for the optimum passing gate remaining at the time of step S38 are G2 = 2, G3 = 1, and G5 = 1.

Next, from the viewpoint of comfort, the degree of congestion is evaluated. As shown in FIG. 1, two vehicles C and F are scheduled to pass through the tollhouse gate 30 with the gate name G2, and one vehicle D is scheduled to pass through the tollhouse gate 30 with the gate name G3. Since there are no vehicles scheduled to pass through the tollhouse gate 30 of the name G5, the vacant gates are in the order of gate names G5, G3, and G2. Therefore, the reference values of the degree of congestion in the candidates for the optimum passing gate remaining at the time of step S38 are G2 = 3, G3 = 2, and G5 = 1.

As described above, the weighting addition of FIG. 6 is performed on the reference values from the three viewpoints to calculate the weighting addition value (first addition value), and the total addition value of each gate (second addition value) is the sum of them. Is G2 = 15, G3 = 13, and G5 = 13.

The gate with the smallest total addition value is the optimum passage gate, but in the case of vehicle G, the same value is obtained at the toll gates 30 with gate names G3 and G5. In this case, in step S399, the viewpoints in FIG. 6 are weighted in descending order of priority to calculate an addition value (third addition value), and the optimum passage gate is determined.

First, from the viewpoint of efficiency, the reference values of (1) "course after passing through the gate" are G3 = 1 and G5 = 2, so by weighting 5 respectively, the added value of G3 is 6. Since the added value of G5 is 7, the optimum passage gate of the vehicle G is determined to be the tollhouse gate 30 with the gate name G3. If the added value from the viewpoint of efficiency is the same, the weight is based on the priority in the order of (2) "number of lane changes" standard value and (3) "congestion degree" standard value from the viewpoint of comfort. Addition is performed and the added value is determined.

The results of the comprehensive evaluation described above are shown in the table of FIG. In FIG. 10, gate information including gate names G1 to G6 of each tollhouse gate 30 and gate type (closed / operating, ETC / general) is recorded in the first line, and each viewpoint is recorded in the second and subsequent lines. The reference value for each gate and the weighted addition value in are shown.

Further, as shown in FIG. 8, since the information of the vehicle D is already recorded in the tollhouse gate 30 of the gate name G3, the passing vehicle information unit 108 records the information of the vehicle G second. .. Assuming that all V2X-equipped vehicles traveling in the toll office area are self-driving vehicles including the vehicle G, the passing gate determination device 10 uses the travel control information generation unit 109 to move through the toll office area up to the vehicle G. A traveling route of the traveling vehicle is generated, and the generated traveling route and passing gate information are transmitted to the vehicle G via the vehicle communication unit 101. If even one of the V2X-equipped vehicles traveling in the tollhouse area has a manually driven vehicle, or if vehicle G is a manually driven vehicle, the optimum passage is performed as described in step S8 (FIG. 3). Information indicating that the gate, the traveling route, and the vehicle speed are not generated is generated and transmitted to the vehicle G.

In this way, for all V2X-equipped vehicles traveling in the tollhouse area, a comprehensively appropriate tollhouse gate 30 can be determined based on the same criteria, thus preventing collisions due to unnecessary lane changes. It can be expected to improve fuel efficiency and reduce driver stress by alleviating traffic congestion.

It should be noted that, within the scope of the disclosure of the present invention, embodiments can be appropriately modified or omitted.

10 Passing gate determination device, 20 Vehicle detection device, 30 Tollhouse gate, 101 Vehicle communication unit, 103 Gate communication unit, 104 Gate determination unit, 109 Travel control information generation unit.

Claims (6)

A passage gate determination device provided in a tollhouse area having a plurality of tollhouse gates and determining an optimum passage gate for passing a controlled vehicle entering the tollhouse area.
The passage gate determination device is
A vehicle communication unit that communicates with vehicles traveling in the tollhouse area,
A gate communication unit that communicates with the plurality of tollhouse gates,
Equipped with a gate decision unit
The gate determination unit
Vehicle information and peripheral information acquired from the controlled vehicle via the vehicle communication unit, and
Based on the operating status of the tollhouse gate and the vehicle information scheduled to pass through the tollhouse gate, which are obtained from the plurality of tollhouse gates via the gate communication unit.
A plurality of conditions necessary for determining the optimum passage gate are set, and the plurality of conditions are prioritized.
A passing gate determining device that selects candidates for the optimum passing gate by using them in order from the highest priority condition, and determines the tollhouse gate satisfying the plurality of conditions as the optimum passing gate. The gate determination unit
The plurality of conditions are divided into a single evaluation target to be evaluated independently and a comprehensive evaluation target to be evaluated by combining a plurality of conditions.
For each condition to be evaluated comprehensively, a reference value is set and a weight based on the priority is set.
After selecting the candidate for the optimum passage gate based on the conditions of the single evaluation target, the weight is added to the reference value based on each of the conditions of the comprehensive evaluation target to calculate the first added value. The passage gate determination device according to claim 1, wherein the toll gate, which is the sum of the first addition values and has the smallest second addition value, is determined as the optimum passage gate. The conditions for the independent evaluation are
Conditions for whether the tollhouse gate is closed or in operation,
The condition of whether the tollhouse gate is an ETC gate or a general gate,
The condition that sudden braking is required and
Including the condition that a steep steering wheel is required
The conditions for the comprehensive evaluation are
The conditions of the course after passing through the gate and
Conditions for the number of lane changes and
The passage gate determination device according to claim 2, which includes a condition with a degree of congestion condition. The passage gate determination device is
A travel control information generation unit that generates travel control information for the controlled vehicle is provided.
The travel control information generation unit
The travel route information and the vehicle speed information between the tollhouse area start point of the tollhouse area and the optimum passage gate determined by the gate determination unit are generated, and the travel control information is described as the travel control information via the vehicle communication unit. The passage gate determination device according to claim 1, which is transmitted to a controlled vehicle. The passage gate determination device according to claim 1 and
With the multiple tollhouse gates
A passing gate determination system that guides the controlled vehicle to the optimum passing gate determined by the passing gate determining device. In a tollhouse area having a plurality of tollhouse gates, it is a passing gate determination method for determining an optimum passing gate through which a controlled vehicle entering the tollhouse area passes.
A step of acquiring vehicle information and peripheral information from the controlled vehicle, and
A step of acquiring the operation status of the tollhouse gate and the vehicle information scheduled to pass through the tollhouse gate from the plurality of tollhouse gates, and
A plurality of conditions necessary for determining the optimum passage gate are set, priorities are set for the plurality of conditions, and candidates for the optimum passage gate are selected by using the conditions having the highest priority in order, and the plurality of conditions are selected. A method for determining a transit gate, comprising: determining the tollhouse gate satisfying the condition as the optimum transit gate.

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