JP2021174023A - Traffic control system, mobile body, electronic control device, method for controlling traffic, and program - Google Patents

Abstract

To provide a traffic control system for controlling traffic of a movement route so as to enable avoidance of a congestion of mobile bodies in a movement route when a disaster occurs and also to enable securing an emergency vehicle to be required when a disaster occurs.SOLUTION: A traffic control system performs: acquiring mobile body information indicating a state of mobile bodies positioned in a movement route when a disaster occurs; determining an application change and movement routes for an emergency-case operation of the mobile bodies when a disaster occurs based on the mobile body information; and transmitting emergency operation information related to the application change and the movement routes for the emergency-case operation of the mobile bodies to the mobile bodies.SELECTED DRAWING: Figure 1

Description

The present invention relates to a traffic control system, a method and a program, a moving body to be controlled, and a moving body to be controlled, which controls the traffic of a moving body such as a vehicle moving on a moving route on the ground, in the ground, on the sea, in the sea, in the air, etc. in the event of a disaster. It relates to an electronic control device provided in the moving body.

Conventionally, when a disaster such as an earthquake, fire, typhoon, or flood occurs, emergency vehicles such as ambulances and fire engines that require advance notification and posting of a prescribed mark are required to rescue injured people and extinguish the fire. I am dispatched.

Patent Document 1 discloses a traffic control system for an emergency vehicle that receives a signal indicating the course of an emergency vehicle by a road display device provided at an intersection and displays the course of the emergency vehicle on each indicator at the intersection. ..

Japanese Unexamined Patent Publication No. 6-301886

In the above-mentioned conventional system, general vehicles on the road may be congested when a disaster occurs, emergency vehicles such as ambulances and fire engines cannot move to the disaster site, and rescue by emergency vehicles may be delayed. In addition, it may be difficult to procure emergency vehicles and relief supplies in the event of a disaster.

The system according to one aspect of the present invention is a traffic control system that controls the traffic of a moving body moving on a moving route. This traffic control system is a means for acquiring moving body information indicating the state of a moving body located on the moving route when a disaster occurs, and based on the moving body information, the moving body at the time of the disaster. It is provided with a means for determining a use change and a movement route for emergency operation of the mobile body, and a means for transmitting emergency operation information regarding the use change and the movement route for the emergency operation of the moving body to the moving body.
The traffic control system further includes means for acquiring disaster information regarding the occurrence of the disaster and disaster prediction information for predicting the damage caused by the occurrence of the disaster, and the disaster information, the disaster prediction information, and the moving body information are provided. Based on this, the use change and the movement route for the emergency operation of the moving body at the time of the occurrence of the disaster may be determined.
In the traffic control system, the disaster information includes information on the type and scale of the disaster, and the disaster prediction information indicates whether the damage situation due to the disaster expands or contracts geographically and scalely with the passage of time. May include information that predicts.
In the traffic control system, a means for acquiring information on goods or supplies for responding to a disaster, which is stored in a warehouse of a disaster prevention base, and a means for acquiring position information of a communication terminal device for mobile communication are further provided. In addition, the use change and the movement route for the emergency operation of the moving body may be determined based on the information of the article or the material and the position information of the communication terminal device.
In the traffic control system, a means for receiving emergency operation vehicle information regarding the state of the moving body during operation or at the end of operation from the moving body that has started emergency operation based on the emergency operation information, and the emergency operation. Further, a means for changing the use and movement route for emergency operation of the moving body based on the vehicle information, and a means for transmitting emergency operation information regarding the changed use and moving route to the moving body. You may prepare.
In the traffic control system, only for a moving body equipped with emergency equipment, the use of the moving body may be changed for emergency operation, the movement route may be determined, and the emergency operation information may be transmitted.
In the traffic control system, for the emergency operation, based on the means for acquiring and managing the movement route information regarding the congestion of the movement route for the emergency operation and the situation of the occurrence of an accident, and the movement route information. Further, means for controlling signals and traffic signs in the travel route may be provided.
In the traffic control system, the mobile information may include at least one piece of information about the mobile's normal use, passenger capacity, maximum load capacity, and remaining battery capacity.
In the traffic control system, the moving body information may include at least one information of the current position of the moving body, the information inside the moving body, and the information around the outside of the moving body.
In the traffic control system, the priority of communication in transmitting the emergency operation information to the mobile body may be higher than the priority of normal communication in the mobile body.
In the traffic control system, the information from the moving body may be received from the electronic control device of the moving body, and the information to the moving body may be transmitted to the electronic control device of the moving body.
In the traffic control system, the moving body is an automatic driving type moving body that moves based on driving control information received from the outside, an electric vehicle that is shared by a plurality of people, or a vehicle that moves on the ground or in the ground. It may be a ship moving on the sea or water, a submersible moving in the sea or underwater, or an air vehicle moving in the air.

The device according to another aspect of the present invention is an electronic control device for a mobile body. This electronic control device provides a means for transmitting mobile information indicating the state of the mobile to the traffic control system in the event of a disaster, and emergency operation information regarding a change of use and a movement route for emergency operation of the mobile. Based on the means received from the traffic control system and the emergency operation information, the use of the moving body is changed to the use for the emergency operation, and the moving body is changed to the moving route for the emergency operation. It is provided with a means for controlling the operation.

The moving body according to still another aspect of the present invention includes the electronic control device.

A method according to still another aspect of the present invention is a method of controlling the traffic of a moving body moving on a moving route. In this method, the moving body information indicating the state of the moving body located in the moving path at the time of the occurrence of a disaster is acquired, and based on the moving body information, the emergency of the moving body at the time of the occurrence of the disaster occurs. This includes determining the use change and the movement route for the time operation, and transmitting the emergency operation information regarding the use change and the movement route for the emergency operation of the moving body to the moving body.

A program according to still another aspect of the present invention is a program executed by a computer or a processor provided in a traffic control system for controlling the traffic of a moving body traveling on a moving route. This program is based on the program code for acquiring the moving body information indicating the state of the moving body located in the moving path at the time of the occurrence of the disaster and the moving body information, and the movement at the time of the occurrence of the disaster. To transmit the program code for determining the usage change and movement route for emergency operation of the body and the emergency operation information regarding the usage change and movement route for emergency operation of the mobile body to the mobile body. Includes program code and.

A program according to still another aspect of the present invention is a program executed by a computer or processor provided in a mobile electronic control device. This program includes a program code for transmitting mobile information indicating the state of the mobile to the traffic control system in the event of a disaster, and emergency operation information regarding usage changes and movement routes for emergency operation of the mobile. Based on the program code for receiving from the traffic control system and the emergency operation information, the use of the mobile body is changed to the use for the emergency operation, and the mobile body is used for the emergency operation. Includes program code for controlling to operate on the mobile route of.

A platform according to still another aspect of the present invention is a vehicle control platform that controls the traffic of an electric vehicle moving on a road. This vehicle control platform acquires vehicle information indicating the state of the electric vehicle by priority packet communication with the electric vehicle temporarily stopped on the road due to the occurrence of a disaster, and based on the vehicle information, the vehicle information is described. In the event of a disaster, the usage change and operation for the emergency operation of the electric vehicle are determined, and the operation route including the destination is determined, and the usage change and operation for the emergency operation are performed by priority packet communication with the electric vehicle. The emergency operation information regarding the route is transmitted to the electric vehicle, the use of the electric vehicle is changed to the use for the emergency operation, and the electric vehicle is preferentially operated on the operation route for the emergency operation information. ..

According to the present invention, based on the moving body information indicating the state of the moving body at the time of a disaster, the usage change and the moving route for the emergency operation of the moving body are determined, and the emergency operation related to the usage change and the moving route is determined. Send information to the mobile. As a result, only some of the moving bodies located on the moving route are changed to the use of the emergency vehicle required in the event of a disaster and moved according to the moving route for emergency operation, and the movement of other moving bodies is performed. It will be possible to operate with restrictions. Therefore, it is possible to avoid congestion of moving objects on the moving route in the event of a disaster and secure emergency vehicles necessary in the event of a disaster.

Explanatory drawing which shows an example of the main configuration in the traffic control system which concerns on embodiment. The sequence diagram which shows an example of the main processing and information flow at the time of a disaster in the traffic control system which concerns on embodiment. An explanatory diagram showing an example of a traffic control system capable of maintaining communication between the control PF and the EV even if the ground base station becomes in a state of being unable to communicate or the communication quality is deteriorated due to the occurrence of a disaster. FIG. 3 is a sequence diagram showing an example of switching communication routes between the control PF and EV when the ground base station becomes in a state where communication is impossible or the communication quality deteriorates due to the occurrence of a disaster in the traffic control system of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is an explanatory diagram showing an example of a main configuration in the traffic control system according to the present embodiment. Note that FIG. 1 shows an example of controlling the traffic of an electric vehicle (electric vehicle) (hereinafter referred to as “EV”) 30 (1) to 30 (5), which is a vehicle as a moving body moving on a road on the ground. Is shown. Although 5 EVs 30 (1) to 30 (5) are shown in FIG. 1, the number of EVs to be controlled may be 1 to 4 or 6 or more, and the number of EVs to be controlled may be 1. There is no limit to. Further, when each EV is not distinguished in the following description, it is described as EV30.

Further, in the present embodiment, the moving body to be controlled is not limited to the EV. Vehicles to be controlled may be moving objects such as automobiles (gasoline vehicles, various hybrid vehicles, etc.), trucks, buses, motorcycles, heavy machinery, mobile robots, etc. that move on the road, which is a movement route on the ground. It may be a moving object (flying object) that can move by flying in a moving path in a space such as the sky, or a moving object that can move in a moving path in the ground, water (for example, at sea), or underwater (for example, underwater). It may be a body (ship, submersible). Further, the control target may be an automatic driving type mobile body that moves based on the driving control information received from the outside. Further, the control target may be a mixture of a part or all of these plurality of types of moving bodies.

In FIG. 1, the traffic control system of the present embodiment includes a control platform for EV (hereinafter referred to as “control PF”) 10 as a vehicle control platform (information processing device) for controlling the traffic of EV 30, and a damage prediction system 20. , A disaster prevention warehouse system 25 is provided. The control PF 10 includes a road management system 110, a vehicle management system 120, and an operation management system 130. The road management system 110, the vehicle management system 120, and the operation management system 130 may each be composed of a single computer device or a plurality of computer devices, or the plurality of computer devices may cooperate with each other to execute processing via a communication network. It may be configured with a connected cloud computer system.

The road management system 110 functions as a means for acquiring and managing road information (movement route information) regarding the situation of road congestion and accident occurrence for emergency operation of EV30. The road management system 110 also functions as a means for controlling traffic such as switching traffic signals installed on the road and switching the display of electronic traffic signs for emergency operation of EV30.

The vehicle management system 120 functions as a means for acquiring EV information (moving body information) indicating the state of the EV 30 located on the road when a disaster occurs. In addition, in the vehicle management system 120, each EV30 can be used for any purpose in normal times such as ride sharing (for shared use of vehicles by multiple people), retail (for retail use), office (for corporate use), and personal (for personal use). Whether it is in operation or not, it manages the normal passenger capacity of each EV30, the maximum load capacity, the remaining battery capacity of each EV30, and the like.

In FIG. 1, two EV30s (1) and 30 (2) are for personal use, EV30 (3) is for office use (corporate use), and EV30 (4) is used for normal times. ) Is for ride sharing (use for shared use of vehicles by multiple people), and EV30 (5) is for retail (use for retail use).

EV30 (1), 30 (3) to 30 (5) are operating EVs in which the power engine (electric motor) is operating in normal times before a disaster occurs, and disaster information that informs information on the occurrence of a disaster. When the notification is received from the control PF10 or the like, the power engine (electric motor) automatically stops and automatically stops on the road shoulder. The EV30 (2) is a dormant EV in which the power engine (electric motor) is stopped, and is stopped on the shoulder of a road or in a parking lot.

Further, EVs 30 (2) to 30 (5) are equipped with emergency equipment (for example, an emergency battery, an emergency kit, a rescue space, a storage type bed, etc.) and are controlled in the event of a disaster according to the present embodiment. It is an EV registered in the service and is subject to control by the control PF10. On the other hand, the EV 30 (1) is an EV that is not registered in the control service at the time of a disaster of the present embodiment, and is not subject to control by the control PF10.

The operation management system 130 is a means for determining a usage change and a movement route (route information including a destination) for emergency operation of EV30 in the event of a disaster based on the EV vehicle information, and emergency operation of EV30. It functions as a means for transmitting emergency operation information regarding the change of use and the movement route for the EV30 to the EV30. Based on the emergency operation information received from the operation management system 130, the EV30 is changed to the use for emergency operation, and moves according to the designated emergency operation route. In addition, the operation of EV30 is forcibly controlled.

The operation management system 130 transmits emergency operation information to, for example, a communication module corresponding to the mobile communication network provided in the in-vehicle device 33 mounted on the EV 30. The in-vehicle device 33 may be a navigation device or an electronic control unit (ECU) that controls each part of the EV 30 as long as it is provided with a communication module compatible with the mobile communication network. The in-vehicle device 33 may include a GNSS receiving device for receiving radio waves from an artificial satellite and measuring the current position (own current position) of the EV 30.

The priority of the communication for transmitting the emergency operation information from the operation management system 130 to the EV 30 may be higher than the priority of the normal communication in the EV 30. For example, a QCI (Quality of Service) identifier indicating the communication quality for packet communication of emergency operation information is set in advance in a QCI having a high priority (for example, 1, 2, or 3). Set dynamically. By the priority packet communication based on this high priority QCI, the emergency operation information can be promptly transmitted to the EV 30 with a higher priority than the normal communication in normal times.

In the example of FIG. 1, three EV30s (2) among the EVs 30 (2) to 30 (5) registered in the disaster control service of the present embodiment and subject to control by the control PF10. , 30 (4) and 30 (5) are EVs capable of priority packet communication with the control PF10 in the event of a disaster, and the remaining one EV30 (3) is used for the surrounding radio environment and the like in the event of a disaster. It is an EV that cannot perform priority packet communication with the control PF10 due to the influence.

Communication between the operation management system 130 and EV30 is performed via a mobile communication network such as an LTE (Long Term Evolution) / LTE-Advanced mobile communication system or a next-generation mobile communication system (NR system) such as the 5th generation. be able to. In addition, communication between the control PF 10 and the damage prediction system 20 and the disaster prevention warehouse system 25, and communication between the damage prediction system 20 and the communication terminal device (“terminal”, “user terminal”, “user device”, “UE”, “mobile station” , "Mobile device" and the like. Hereinafter referred to as "UE".) Communication with the 40 may be performed via the mobile communication network or via the Internet.

The UE 40 may be provided with a GNSS receiving device for receiving radio waves from an artificial satellite and measuring its own current position (GNSS position information of latitude, longitude and altitude).

The operation management system 130 functions as a means for receiving and acquiring disaster information regarding the occurrence of a disaster and disaster prediction information for predicting the damage caused by the occurrence of a disaster from the damage prediction system 20, and the disaster information received from the damage prediction system 20. And, based on the disaster prediction information and the EV information received from the vehicle management system 120, the usage change and the movement route for the emergency operation of the EV 30 in the event of a disaster may be determined.

The operation management system 130 is a means for receiving and acquiring information on goods or supplies for responding to a disaster from the disaster prevention warehouse system 25, and position information (for example, latitude, longitude, and altitude GNSS position information) of the UE 40 of the victim. ) Or its map information, and based on the information on goods or supplies received from the disaster prevention warehouse system 25 to respond to a disaster and the location information of the victim's UE40, the EV30 You may decide the usage change and the movement route for the emergency operation of.

The operation management system 130 is a means for receiving emergency operation vehicle information regarding the state of EV30 during operation or at the end of operation from EV30 that has started emergency operation based on emergency operation information, and is based on emergency operation vehicle information. It may function as a means for changing the use and movement route for emergency operation of the above, and as a means for transmitting emergency operation information regarding the changed use and movement route to EV30.

In addition, the operation management system 130 provides the current position of the EV 30 (for example, GNSS position information of latitude, longitude and altitude), the inside information of the EV such as the number of passengers, and the outside information of the outside such as the outside temperature, humidity and gas concentration. To manage. The operation management system 130 also manages information such as the age group (for example, information on adults, children, etc.) and gender (male, female) of passengers, the type, size, and weight of animals and cargo. Some of this information may be detected by the in-vehicle sensor. The operation management system 130 may determine the usage change and the movement route for the emergency operation of the EV 30 in consideration of the in-vehicle information, the out-of-vehicle information, the passenger information, and the like.

The damage prediction system 20 includes a disaster prediction system 210, a disaster information system 220, and an emergency bulletin system 230. The disaster prediction system 210 predicts the damage caused by the occurrence of a disaster and manages the damage prediction information. In addition, the disaster prediction system 210 predicts how the disaster situation will expand or contract with the passage of time geographically and on a scale.

The disaster information system 220 manages disaster information including information on the type and scale of disaster. In addition, the disaster information system 220 manages information on where and what kind of disaster has occurred and the content of disasters (types of disasters) such as earthquakes, fires, and floods, and sets the scale of the disasters.

The Earthquake Early Warning system 230 executes an emergency report that transmits an Earthquake Early Warning such as an Earthquake Early Warning to the control PF10 and the UE 40. Further, the emergency breaking news system 230 may automatically receive and collect information on the current position of each UE 40 when the emergency breaking news is transmitted to each UE 40. The UE 40 may include a GNSS receiving device for receiving radio waves from an artificial satellite and measuring the current position of the EV 30.

The disaster prevention warehouse system 25 manages information on goods or supplies such as materials and foods stored in the warehouse of the disaster prevention base in the event of a disaster, and transmits the information on the goods or supplies to the control PF10.

In the present embodiment, the control PF10 is changed to the use for emergency operation of EV30 (emergency use) depending on the degree of the disaster that occurred (disaster level) and the presence or absence of registration in the control service at the time of the disaster. And the operation may be resumed and the operation of EV30 may be regulated (stopping of the power engine).

For example, as shown in Table 1, when the warning level of heavy rain is 1 or 2, it is judged that a large-scale disaster has not occurred, and both office (corporate use) and personal (personal use) EVs are considered. , Normal operation is permitted regardless of whether or not you are registered for the control service in the event of a disaster.

On the other hand, when the warning level of heavy rain is 3 to 5, the control PF10 determines that a large-scale disaster has occurred, and a disaster has occurred in both office (corporate use) and personal (personal use) EVs. For EVs that are registered for the time control service, emergency operation information is sent as a target for disaster response priority (use change), and after automatic parking on the shoulder, the EV is used for emergency operation (emergency use). Control to change and resume operation. In addition, the control PF10 is subject to operation restrictions (power engine stop) for both office (corporate use) and personal (personal use) EVs that are not registered for control services in the event of a disaster, and is urgent. Continue to stop on the shoulder without sending operation information.

In addition, as shown in Table 2, when the seismic intensity class of the earthquake is 1 to 3, it is judged that a large-scale disaster has not occurred, and both office (corporate use) and personal (personal use) EVs are considered. , Normal operation is permitted regardless of whether or not you are registered for the control service in the event of a disaster.

On the other hand, when the seismic intensity class of the earthquake is 4 to 7, the control PF10 determines that a large-scale disaster has occurred, and a disaster has occurred in both office (corporate use) and personal (personal use) EVs. For EVs that are registered for the time control service, emergency operation information is sent as a target for disaster response priority (use change), and after automatic parking on the shoulder, the EV is used for emergency operation (emergency use). Control to change and resume operation. In addition, the control PF10 is subject to operation restrictions (power engine stop) for both office (corporate use) and personal (personal use) EVs that are not registered for control services in the event of a disaster, and is urgent. Continue to stop on the shoulder without sending operation information.

In FIG. 1, since EV30 (1) is not registered in the disaster control service of the present embodiment, after automatically stopping on the shoulder in the event of a disaster, the EV30 (1) does not receive traffic control control by the control PF10 and is not affected by the disaster. It will remain on the shoulder until the emergency rescue and fire extinguishing on the ground is completed and the EV emergency operation status on the road is released. As a result, it is possible to avoid a mixture of roads due to the start of operation of EV30 (1).

Since EV30 (2) is registered in the disaster control service of the present embodiment, when it receives emergency operation information including information on emergency use change and movement route from control PF10 by priority packet communication, it itself The use of is changed to emergency use, a mark indicating that it is an emergency vehicle is automatically displayed, a movement route that avoids congestion to the disaster area, which is the destination, is set, and the power engine is operated from the dormant state. Start operation. As a result, EV30 (2) can be quickly moved to the disaster area to rescue the victims.

EV30 (3) is registered in the control service at the time of a disaster of the present embodiment, but since priority packet communication cannot be performed with the control PF10 after automatically stopping on the shoulder at the time of a disaster, EV30 (1) Similarly, without being controlled by traffic control by the control PF10, the vehicle remains stopped on the shoulder until the emergency rescue and fire extinguishing in the disaster area are completed and the emergency operation state of EV on the road is released.

Since EV30 (4) is registered in the control service at the time of a disaster of the present embodiment, after automatically stopping on the shoulder in the event of a disaster, the control PF10 can be used for emergency use change and movement route information by priority packet communication. When it receives emergency operation information including, it changes its use to emergency use, automatically displays a mark indicating that it is an emergency vehicle, and sets a travel route that avoids congestion outside the disaster area, which is the destination. , Move the power engine and start the operation. As a result, EV30 (4) can be quickly moved out of the disaster area to carry out emergency activities.

Since EV30 (5) is registered in the control service at the time of a disaster of the present embodiment, after automatically stopping on the shoulder in the event of a disaster, the control PF10 can be used for emergency use change and movement route information by priority packet communication. When it receives emergency operation information including, it changes its use to emergency use, automatically displays a mark indicating that it is an emergency vehicle, and sets a movement route that avoids congestion to the destination disaster prevention warehouse. Start operation by moving the power engine. As a result, the EV30 (4) can be quickly moved to the disaster prevention warehouse to carry out transportation activities of goods or supplies in order to respond in the event of a disaster.

FIG. 2 is a sequence diagram showing an example of main processing and information flow at the time of a disaster in the traffic control system according to the embodiment. In FIG. 2, the EV 30 (4) is an operating EV registered in the control service at the time of a disaster of the present embodiment, and is subject to control by the control PF10. EV30 (1) is an operating EV that is not registered in the control service at the time of a disaster of the present embodiment, and is not subject to control by the control PF10.

In FIG. 2, when the damage prediction system 20 becomes aware of the occurrence of a disaster, it transmits an emergency call to notify the occurrence of the disaster to the UE 40 and the control PF 10 in the target area (S101, 102). When the UE 40 receives the emergency call, it automatically transmits the current position information of the UE itself to the damage prediction system 20 (S103). The damage prediction system 20 collates the current position information received and collected from the UE 40 of the target area with the map of the disaster area (target area), and performs the disaster UE mapping showing the distribution of the UE 40 of the victims in the disaster area (S104). ).

When the control PF10 receives an emergency call from the damage prediction system 20, it transmits disaster information including the details of the disaster that has occurred to the EVs 30 (4) and 30 (1) by ordinary packet communication (S105). When the EV30 (4) and 30 (1) receive the disaster information from the control PF10, the EV30 (4) and 30 (1) are forcibly automatically stopped on the shoulder of the road (S106). The EV30 (4) and 30 (1) may autonomously detect the occurrence of a disaster and temporarily stop on the shoulder of the road.

Next, the control PF10 transmits the information of the predetermined authentication key of the control service to the control target EV30 (4) by the priority packet communication (S107). The vehicle-mounted device 33 of the EV 30 (4) collates the authentication key received from the control PF10 with the authentication key stored in advance in the vehicle-mounted device 33, and confirms whether or not the two match (S108). If the authentication keys match, remote control from the control PF10 is allowed.

Next, the control PF10 receives EV information such as in-vehicle information, outside information, and passenger information from EV30 (4) and 30 (1), confirms the state of each EV (S109), and confirms the status of each EV (S109), and the UE in the disaster area. (S110), it receives the location information (may be the map information of the damaged UE mapping). Based on the EV information and the location information of the UE in the disaster area, the control PF10 decides to change the usage of EV30 (4) to be the target of disaster response priority (change of usage), and congests the destination of the disaster response. A movement route (operation route) is designed and determined so that it can be reached while avoiding as much as possible (S111). The control PF10 transmits emergency operation information including the above-determined usage change and operation route information to the EV30 (4) by priority packet communication (S112).

When the EV30 (4) receives emergency operation information from the control PF10, it changes its use to an emergency use (S113), automatically displays a mark indicating that it is an emergency vehicle (S114), and is the destination of the disaster. A movement route is set for an operation route that avoids congestion in the area, and operation is resumed (S115).

After resuming the operation of the EV (4) for emergency use, when the control PF10 receives an emergency rescue signal including the current position of the UE 40 from the UE 40 in the disaster area (S116), the control PF10 is congested to the position of the UE 40. The movement route (operation route) is designed so that it can be reached while avoiding as much as possible, and the operation route of EV30 (4) is changed to the designed route (S117). The control PF10 transmits emergency operation information including the changed operation route information to the EV30 (4) by priority packet communication (S118). The usage of EV30 (4) may be changed along with the change of the operation route.

When the EV30 (4) receives the emergency operation information from the control PF10, the EV30 (4) sets a movement route to the changed operation route and operates, and rescues the victim who has the UE40 that has transmitted the distress signal. S119, S120).

Next, the control PF10 receives EV information such as in-vehicle information, outside information, and passenger information from EV30 (4) and 30 (1), confirms the current state of each EV (S121), and confirms the current state of each EV (S121). Confirms that the rescue signal from the UE 40 has stopped, and receives an update of disaster information from the damage prediction system 20 (S123). After that, the control PF10 transmits an updated disaster information notification indicating that the emergency rescue or fire extinguishing in the disaster area has been completed to EV30 (4) and 30 (1) by ordinary packet communication (S124).

Upon receiving the updated disaster information notification from the control PF10, the EV30 (4) can cancel the disaster response priority, return to the intended use in normal times, and resume operation (S125). Upon receiving the updated disaster information notification from the control PF10, the EV30 (1) can release the temporary stop state and resume normal operation (S126).

As described above, according to the present embodiment, based on the EV information indicating the state of the EV30 at the time of the occurrence of a disaster, the usage change and the movement route (emergency route) for the emergency operation of the EV30 are determined, and the usage change and the movement route (emergency route) are determined. The emergency operation information regarding the movement route is transmitted to the EV30. As a result, only some of the EV30s located on the road are changed to the use of emergency vehicles required in the event of a disaster and moved according to the movement route for emergency operation, and other EVs and other vehicles can be moved. Restricted operation becomes possible. Therefore, it is possible to avoid congestion of vehicles on the road in the event of a disaster and secure emergency vehicles necessary in the event of a disaster.

In the above embodiment, even if the usage change for emergency operation, the determination of the movement route (emergency route), and the transmission of the emergency operation information regarding the usage change and the movement route are performed for each area set in advance. good.

Further, in the above embodiment, the case where the control PF10 of the traffic control system controls the traffic of the EV30 has been described, but a part or the whole function of the control PF10 is stopped or a communication failure occurs due to the occurrence of a disaster. Occasionally, one or more EVs located on the road may perform the function of the control PF10. For example, one EV on the road changes its use and travel route for emergency operation of itself and other EVs based on EV information indicating the state of itself and other EVs in the event of a disaster (in an emergency). The route) may be determined, and emergency operation information regarding the change of use and the movement route may be transmitted to another EV.

FIG. 3 is an explanatory diagram showing an example of a traffic control system capable of maintaining communication between the control PF10 and the EV30 even when the ground base station 50 is in a state where communication is disabled or communication quality is deteriorated due to the occurrence of a disaster. be. Here, the state of communication quality deterioration means that the communication quality of the communication with the EV30 of the ground base station 50 and the communication with the mobile communication network side is affected to some extent on the communication required for control and monitoring by the control PF10. It is in a state.

In FIG. 3, the ground base station 50 is a base station having an antenna installed on the ground, and can relay communication between the EV 30 on the ground and the control PF 10 in normal times. The sky base station 60 is a base station in which antennas are installed on artificial satellites, balloons, airships, solar planes, drones, etc. located in the sky, and is connected to the control PF10 via a gateway station (feeder station) on the ground. There is. The in-vehicle device 33 of the EV 30 (10) in the figure has a function of a master unit, and can relay wireless communication between the in-vehicle device 33 of the EV 30 (11) and the sky base station 60. The in-vehicle device 33 of the EV 30 (11) has a function of a slave unit.

In FIG. 3, when the ground base station 50 is damaged by a disaster and communication is not possible or communication quality is deteriorated, one EV30 (1) in-vehicle device 33 located in the disaster area serves as a master unit. It relays communication between one or more EV30 (11) vehicle-mounted devices 33 that function and function as slave units located in the vicinity and the sky base station 60. When a disaster occurs, the in-vehicle devices 33 of the EVs 30 (10) and 30 (11) located in the disaster area can communicate with the control PF10 via the sky base station 60. Wireless communication between the vehicle-mounted device 33 of the master unit EV30 (1) and the vehicle-mounted device 33 of the slave unit EV30 (11) can be performed by vehicle-to-vehicle communication such as the Sidelink method using a PC-5 interface.

FIG. 4 is a sequence showing an example of communication path switching between the control PF10 and EV30 when the ground base station 50 is in a state where communication is not possible or communication quality is deteriorated due to the occurrence of a disaster in the traffic control system of FIG. It is a figure.
In normal times, the in-vehicle devices 33 of EV30 (10) and 30 (11) can each register position information in the mobile communication network via the ground base station 50 and communicate with the control PF10 via the mobile communication network. (S201, S202).

When a disaster such as an earthquake, fire, or flood occurs and the ground base station 50 is damaged and communication is not possible or communication quality is deteriorated (S203), the EV30 (11) that does not have the function of the master unit When the in-vehicle device 33 detects that wireless communication with the ground base station 50 is not possible or the communication quality is deteriorated (S204), the in-vehicle device 33 stops at a safe place such as a shoulder of a road and suspends movement (movement is suspended). S205). On the other hand, when the in-vehicle device 33 of the EV30 (10) having the function of the master unit detects that wireless communication with the ground base station 50 is not possible or the communication quality is deteriorated (S206), the communication path is switched. The process is executed (S207), the position information is registered in the mobile communication network via the sky base station 60, and the communication line for communicating with the control PF10 via the mobile communication network is established (S208, S209).

The in-vehicle device 33 of the master unit EV30 (10) establishes communication with the in-vehicle device 33 of the slave unit EV30 (11) located in the vicinity as a temporary base station (S110). The in-vehicle device 33 of the slave unit EV30 (11) registers position information in the mobile communication network via the in-vehicle device 33 of the master unit EV30 (10) and the sky base station 60, and controls PF10 via the mobile communication network. A communication line that communicates with can be established (S211 and S212).

When the disaster area is restored and the ground base station 50 is in a state where communication is possible or the communication quality is restored to the normal communication quality, the slave unit EV30 (11) resumes movement (S214). When the in-vehicle device 33 of the master unit EV30 (10) detects that wireless communication with the ground base station 50 is possible or that the communication quality in normal times has been restored (S215), the current position of the slave unit EV30 (11) (S216), the communication path switching process is executed (S217), the location information is registered in the mobile communication network via the ground base station 50, and the communication line that communicates with the control PF10 via the mobile communication network is established. Establish (S218). Further, the in-vehicle device 33 of the EV 30 (11) in the vicinity also registers the position information in the mobile communication network via the ground base station 50, and establishes a communication line for communicating with the control PF 10 via the mobile communication network (S219). .. As described above, the in-vehicle devices 33 of the EVs 30 (10) and 30 (11) are in a state of being able to communicate with the control PF10 with a predetermined communication quality required for control and monitoring by the control PF10, respectively.

In the embodiments of FIGS. 3 and 4, the fact that the ground base station 50 is in a state of reduced communication quality and that the communication quality of the ground base station 50 is restored to the normal communication quality is, for example, ground. Judgment can be made based on changes in communication quality (quality conditions) such as transmission delay, propagation delay (radio section), communication speed, number of connections, and number of connection disconnections within a predetermined time in communication between base station 50 and EV30. can. Based on this determination result, communication via the ground base station 50 (see FIGS. 1 and 2) and non-communication via the ground base station 50 (see FIGS. 3 and 4) may be switched.

The processing process, the traffic control platform (information processing device), and the components of the traffic control platform described in the present specification can be implemented by various means. For example, these steps and components may be implemented in hardware, firmware, software, or a combination thereof.

Regarding hardware implementation, means such as a processing unit used to realize the above steps and components in an entity (for example, a server, various wireless communication devices, a Node B, a terminal, a hard disk drive device, or an optical disk drive device). Is one or more application-specific ICs (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs). , Processors, controllers, microcontrollers, microprocessors, electronic devices, other electronic units designed to perform the functions described herein, computers, or combinations thereof. ..

For firmware and / or software implementation, means such as processing units used to implement the above components are programs (eg, procedures, functions, modules, instructions) that perform the functions described herein. , Etc.) may be implemented. Generally, any computer / processor readable medium that clearly embodies the firmware and / or software code is a means such as a processing unit used to implement the steps and components described herein. May be used to implement. For example, the firmware and / or software code may be stored in memory and executed by a computer or processor, for example, in a control device. The memory may be implemented inside the computer or processor, or may be implemented outside the processor. Further, the firmware and / or software code includes, for example, random access memory (RAM), read-only memory (ROM), non-volatile random access memory (NVRAM), programmable read-only memory (PROM), and electrically erasable PROM (EEPROM). ), FLASH® memory, floppy® discs, compact discs (CDs), digital versatile discs (DVDs), magnetic or optical data storage devices, etc. It may be remembered. The code may be executed by one or more computers or processors, or the computers or processors may be made to perform functional embodiments described herein.

Further, the medium may be a non-temporary recording medium. Further, the code of the program may be read and executed by a computer, a processor, or another device or device machine, and the format thereof is not limited to a specific format. For example, the code of the program may be any of source code, object code, and binary code, or may be a mixture of two or more of these codes.

Also, the description of the embodiments disclosed herein is provided to allow one of ordinary skill in the art to manufacture or use the disclosure. Various amendments to this disclosure will be readily apparent to those of skill in the art and the general principles defined herein are applicable to other variations without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not limited to the examples and designs described herein, but should be accepted in the broadest range consistent with the principles and novel features disclosed herein.

10: Control PF
20: Damage prediction system 25: Disaster prevention warehouse system 30: EV
33: In-vehicle device 40: UE
50: Ground base station 60: Sky base station 110: Road management system 120: Vehicle management system 130: Operation management system 210: Damage prediction system 220: Disaster information system 230: Emergency bulletin system

Claims (20)

It is a traffic control system that controls the traffic of moving objects that move along the movement route.
A means for acquiring mobile information indicating the state of a mobile located on the movement route when a disaster occurs, and
Based on the moving body information, a means for determining a usage change and a moving route for emergency operation of the moving body in the event of a disaster, and
A means for transmitting emergency operation information regarding a change of use and a movement route for emergency operation of the moving body to the moving body, and
A traffic control system characterized by being equipped with. In the traffic control system of claim 1,
Further provided with means for acquiring disaster information regarding the occurrence of the disaster and disaster prediction information for predicting the damage caused by the occurrence of the disaster.
Traffic control characterized in that, based on the disaster information, the damage prediction information, and the moving body information, the usage change and the moving route for the emergency operation of the moving body in the event of the disaster are determined. system. In the traffic control system of claim 2,
The disaster information includes information on the type and scale of the disaster.
The disaster prediction information is a traffic control system including information that predicts whether the damage situation due to the disaster will expand or contract with the passage of time geographically and on a scale. In the traffic control system according to any one of claims 1 to 3,
Means for acquiring information on goods or supplies stored in the warehouse of the disaster prevention base in the event of a disaster,
Further equipped with a means for acquiring the position information of the communication terminal device for mobile communication,
A traffic control system characterized in that a change of use and a movement route for emergency operation of the moving body are determined based on the information of the goods or supplies and the position information of the communication terminal device. In the traffic control system according to any one of claims 1 to 4.
A means for receiving emergency operation vehicle information regarding the state of the moving body during operation or at the end of operation from the moving body that has started emergency operation based on the emergency operation information.
Means for changing the use and movement route of the moving body for emergency operation based on the emergency operation vehicle information, and
A traffic control system further comprising a means for transmitting emergency operation information regarding the changed use and movement route to the moving body. In the traffic control system according to any one of claims 1 to 5,
A traffic control system characterized in that, only for a moving body equipped with emergency equipment, the use of the moving body is changed for emergency operation, the movement route is determined, and the emergency operation information is transmitted. In the traffic control system according to any one of claims 1 to 6.
A means for acquiring and managing travel route information regarding the congestion of travel routes for emergency operation and the situation of accident occurrence, and
A traffic control system further comprising means for controlling signals and traffic signs in the movement route for emergency operation based on the movement route information. In the traffic control system according to any one of claims 1 to 7.
The moving body information is a traffic control system including at least one piece of information on the normal use of the moving body, the passenger capacity, the maximum load capacity, and the remaining battery capacity. In the traffic control system according to any one of claims 1 to 8.
The moving body information is a traffic control system including at least one information of the current position of the moving body, the information inside the moving body, and the information around the outside of the moving body. In the traffic control system according to any one of claims 1 to 9.
A traffic control system characterized in that the priority of communication in transmitting the emergency operation information to the mobile body is higher than the priority of normal communication in the mobile body. In the traffic control system according to any one of claims 1 to 10.
The information from the mobile body is received from the electronic control device of the mobile body, and the information is received from the electronic control device of the mobile body.
A traffic control system characterized in that information to the moving body is transmitted to an electronic control device of the moving body. In the traffic control system according to any one of claims 1 to 11.
The moving body is a traffic control system characterized in that it is an automatic driving type moving body that moves based on driving control information received from the outside. In the traffic control system according to any one of claims 1 to 12,
The moving body is a traffic control system characterized in that it is an electric vehicle shared by a plurality of people. In the traffic control system according to any one of claims 1 to 13.
The moving body is a traffic control system characterized by being a vehicle moving on the ground or underground, a ship moving on the sea or water, a submersible moving in the sea or underwater, or an air vehicle moving in the air. It is an electronic control device for mobile objects.
A means for transmitting mobile information indicating the state of the mobile to the traffic control system in the event of a disaster, and
A means for receiving emergency operation information regarding a change of use and a movement route for emergency operation of the mobile body from the traffic control system, and
Based on the emergency operation information, a means for changing the use of the mobile body to the use for the emergency operation and controlling the moving body to operate on the movement route for the emergency operation. An electronic control device characterized by being provided. A mobile body including the electronic control device of claim 15. It is a method of controlling the traffic of moving objects moving along the movement route.
Acquiring mobile information indicating the state of a mobile located on the movement route when a disaster occurs, and
Based on the moving body information, the usage change and the moving route for the emergency operation of the moving body in the event of the disaster are determined.
Sending emergency operation information regarding the change of use and movement route for emergency operation of the moving body to the moving body, and
A method characterized by including. A program executed by a computer or processor provided in a traffic control system that controls the traffic of a moving body moving along a movement route.
Program code for acquiring moving body information indicating the state of moving bodies located on the moving path when a disaster occurs, and
Based on the mobile information, a program code for determining a usage change and a movement route for emergency operation of the mobile in the event of a disaster, and
A program code for transmitting emergency operation information regarding a change of use and a movement route for emergency operation of the moving body to the moving body, and
A program characterized by including. A program that is executed in a computer or processor provided in a mobile electronic control device.
A program code for transmitting mobile information indicating the state of the mobile to the traffic control system in the event of a disaster, and
A program code for receiving emergency operation information on the change of use and movement route for emergency operation of the mobile body from the traffic control system, and
A program code for changing the use of the mobile body to the use for the emergency operation based on the emergency operation information and controlling the moving body to operate on the movement route for the emergency operation. When,
A program characterized by including. It is a vehicle control platform that controls the traffic of electric vehicles moving on the road.
By priority packet communication with an electric vehicle temporarily stopped on the road due to the occurrence of a disaster, vehicle information indicating the state of the electric vehicle is acquired.
Based on the vehicle information, the operation route including the usage change and the destination for the emergency operation of the electric vehicle in the event of the disaster is determined.
By priority packet communication with the electric vehicle, emergency operation information regarding the use change and operation route for the emergency operation is transmitted to the electric vehicle, and the use of the electric vehicle is used for the emergency operation. A vehicle control platform characterized in that the electric vehicle is preferentially operated on the operation route for the emergency operation information.

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