JP2022107672A - Managed vehicle allocation system, managed vehicle allocation method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To rapidly allocate a vehicle to a place where an event such as an accident has occurred, so as to prevent an accident and a secondary disaster or the like.

SOLUTION: A managed vehicle allocation system comprises: a road information storage section for storing road information including information of places where a managed vehicle can perform turn-traveling on a restricted road; a probability calculation section for calculating an occurrence probability of an event based on at least traffic information; a managed vehicle identification section for identifying managed vehicles which can be allocated to a place of the event in order to cope with the event where the calculated occurrence probability becomes equal to or more than a predetermined value; and an instruction output section for determining whether or not a travel direction of allocation objects on the restricted road is coincident concerning the identified managed vehicles, calculating arrival times of the respectively identified managed vehicles as required times in traveling by turning at the turnable place stored in the road information storage section concerning the managed vehicles which do not coincide with the travel direction, so as to identify the managed vehicle which can be more rapidly allocated to the place to cope with the event, and outputting a vehicle allocation instruction to the managed vehicle.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

The embodiments of the present invention relate to a managed vehicle dispatch system, a managed vehicle dispatch method, and a program.

Conventionally, on roads with restrictions on the inflow and outflow of vehicles and changes in the direction of travel of vehicles (hereinafter referred to as restricted roads. For example, expressways, toll roads, etc.), traffic accidents, broken vehicles, road obstacles (falling objects) , fallen rocks, snow, frozen road surface, etc.), patrol vehicles (managed vehicles), vehicles under the control of the traffic control room such as various work vehicles (hereinafter referred to as managed vehicles). was dispatched to the location where the event occurred.

By the way, for example, on expressways as restricted roads, among the above-mentioned events, regarding traffic accidents, information is provided by near-miss maps based on statistical data, information bulletin boards are installed in accident-prone areas, and traffic accidents are installed on the roadside. In the event of an accident, traffic controllers are notified of the information based on road traffic conditions monitored by CCTV cameras, but this does not directly contribute to reducing traffic accidents.

JP-A-2005-267505 JP 2005-157410 A JP-A-2000-057474 Japanese Patent No. 6045846

By the way, when a traffic accident occurs on an expressway, there is a possibility that secondary disasters such as further heavy traffic congestion and rear-end collisions of following vehicles may occur. Therefore, in the unlikely event of an accident, traffic control and quick site recovery (removal of the accident vehicle) are important.

However, since the vehicle is dispatched after the occurrence of the event, there is a possibility that the vehicle cannot be dispatched quickly due to factors such as the occurrence of an accident, traffic congestion, or other obstacles. In particular, on the above-mentioned restricted roads, there are few places where vehicles can change direction, so even managed vehicles that are physically closest to the place where the event occurred cannot always reach the place where the traffic accident occurred quickly. I didn't.

Furthermore, since the vehicle was dispatched after the occurrence of the event, it was not possible to prevent accidents or prevent secondary disasters.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems. The object is to provide a system, managed vehicle dispatch method and program.

A managed vehicle dispatch system according to an embodiment is a managed vehicle dispatch system that dispatches managed vehicles on restricted roads with restrictions on the inflow and outflow of vehicles and changes in the direction of travel. a road information storage unit that stores road information including information on places where it is possible to turn back, a probability calculation unit that calculates the probability of an event occurring based on at least traffic information among traffic information and environmental information; a managed vehicle identification unit that identifies managed vehicles that can be dispatched to a location corresponding to an event whose occurrence probability is equal to or greater than a predetermined value when the event occurrence probability is equal to or greater than a predetermined value; and among the identified managed vehicles, Identify managed vehicles that can be dispatched earlier to the location corresponding to the event considering restrictions on vehicle inflow, outflow and change of traveling direction on restricted roads to be allocated, and whether the traveling direction is correct for the identified managed vehicles If the direction of travel is not correct by referring to the road information storage unit, and if it is possible to turn back, the place corresponding to the event whose occurrence probability is equal to or higher than a predetermined value is set as the destination. an instruction output unit that calculates the arrival time to the destination and outputs a dispatch instruction to the management vehicle as a dispatch priority in descending order of the arrival time to the destination of the management vehicle.

FIG. 1 is an explanatory diagram of a situation example of a restricted road. FIG. 2 is an explanatory diagram of a management vehicle dispatch system in an embodiment configured as part of a traffic control system. FIG. 3 is a functional configuration block diagram of an accident occurrence probability calculation unit of the embodiment. FIG. 4 is a processing flowchart of the first embodiment. FIG. 5 is a processing flowchart of the dispatchable management vehicle extraction processing. FIG. 6 is an explanatory diagram of an example of a dispatch instruction list. FIG. 7 is an explanatory diagram of a situation example of a restricted road in the second embodiment. FIG. 8 is an explanatory diagram of a situation example of a restricted road in the third embodiment. FIG. 9 is an explanatory diagram of event priorities. FIG. 10 is a processing flowchart of the third embodiment.

Next, embodiments of the present invention will be described with reference to the drawings.
In the following, an embodiment applied to roads with restrictions on inflow and outflow of vehicles and changes in the direction of travel of vehicles (hereinafter referred to as restricted roads, such as highways and toll roads) will be described. Here, a case of an expressway will be described as an example of a restricted road.

[1] First Embodiment Next, the processing of the first embodiment will be described.
In the first embodiment, for ease of understanding, a case will be described in which an event (traffic accident, etc.) requiring priority allocation of managed vehicles does not occur at the time of processing.

FIG. 1 is an explanatory diagram of a situation example of a restricted road.
In FIG. 1, illustration of general roads connected to each interchange is omitted.
Expressway HW as a restricted road is provided with five interchanges IC1 to IC5. In the following description, interchanges IC1 to IC5 are referred to as "interchange ICs" when they are not distinguished from each other.

Roads RT1i, RT2i, RT3i, RT4i, RT5i, and RT6i are provided in order from the left, with each interchange IC as a boundary, as up roads with the left direction in FIG. 1 as the direction of travel. In addition, roads RT1o, RT2o, RT3o, RT4o, RT5o, and RT6o are provided in order from the left with each interchange IC as a down road whose traveling direction is the right direction in FIG.

In addition, five managed vehicles PC1 to PC5 exist on the expressway HW.
In FIG. 1, the vehicles under management PC1 to PC4 are patrolling, and the vehicle under management PC5 is dealing with obstacles on the road (working). In the following, when the managed vehicles PC1 to PC5 are not particularly distinguished, they are referred to as "managed vehicles PC". Also, on the expressway, traffic jams A and B, which indicate the range of traffic jams, are indicated by arrows.

Further, in FIG. 1, a location Px having a high probability of occurrence of an accident, which will be described later, is shown at a position near the interchange IC2 on the road RT3o.

Next, a management vehicle dispatch system in the embodiment will be described.
FIG. 2 is an explanatory diagram of a management vehicle dispatch system in an embodiment configured as part of a traffic control system.
The traffic control system 10 can be roughly divided into a traffic control processing system 10A that performs basic processing of the traffic control system 10, a managed vehicle dispatch system 10B that automatically dispatches managed vehicles PC under the traffic control processing system, and an accident control system. and an accident occurrence probability calculation unit 10C for calculating an accident occurrence probability for predicting occurrence.

Here, the traffic control system 10 recognizes traffic conditions including the degree of congestion and traffic accidents on expressways, and implements measures such as traffic regulation according to the information on the traffic conditions, and controls expressway users. It is a system that provides information such as alerts. The traffic control system is composed of a plurality of computer devices in the traffic control room 1000, for example. For example, the traffic control room 1000 is provided with a plurality of large computer devices (not shown) such as a probe information collecting device and a central processing unit, a plurality of terminal devices 1002 used by operators, and a large display unit 1001. ing. A display unit 14 to be described later corresponds to the display unit 1001 and the display unit of the terminal device 1002 .

First, outlines of the accident occurrence probability calculation unit 10C and the management vehicle dispatch system, which are features of the present embodiment, will be described.
The accident probability calculation unit 10C calculates a plurality of accident probability calculation unit points set for each predetermined distance or each predetermined facility on the expressway HW based on the traffic conditions and past accident cases detected by the traffic control processing system 10A. Perform processing to calculate the accident occurrence probability.
In this case, as an example of a method of calculating the probability of occurrence of an accident, for example, as described in Japanese Patent No. 6045846, a model such as a self-organizing map is used, and a method of learning accident cases is used. , there is also a method of calculating the accident occurrence probability for each condition such as weather.
The result of the calculated accident forecast is transferred to the traffic control processing system 10A and the management vehicle dispatch system.
On the other hand, in the management vehicle dispatch system 10B, as will be described in detail later, the management vehicle PC is automatically controlled in order to prevent accidents or to quickly respond in the event that an accident does occur. It is used as information for dispatching a vehicle.

The management vehicle dispatch system 10B provides on-site response when an event (such as an accident) on the road detected by the traffic control processing system 10A occurs, or when the occurrence of an accident is predicted with a high probability. This is a system for allocating managed vehicles PC such as road patrol vehicles to carry out the inspection. Of the plurality of management vehicles PC on the restricted road, in principle, the management vehicle PC that is estimated to be able to quickly reach the event occurrence place is automatically dispatched or assists the dispatch processing.

Next, the traffic control processing system 10A will be explained.
The traffic control processing system 10A uses the vehicle detector 2, the surveillance camera 3, the on-board device of the management vehicle PC, and the on-board device of the general vehicle 4 as information collecting means.
For example, the vehicle detector 2 is installed on the roadside of a road, etc., and is installed on the roadside of a highway, traffic volume [vehicles/h], average speed [km/h], vehicle density [vehicles/km], occupancy rate It is a sensor that collects information such as (occupancy) [%] and transmits the sensed information to the traffic control system 10 .
The monitoring camera 3 is installed on the roadside of the expressway, is a camera that takes an image of the expressway, and transmits the taken image to the traffic control system 10 .
For example, the in-vehicle device of the management vehicle PC uses a detection system such as GPS (Global Positioning System) to provide time-series vehicle information such as longitude information, latitude information, altitude information, position accuracy, speed information, traveling direction, acceleration It collects probe information such as deceleration information (acceleration in X, Y and Z directions) and transmits the probe information to the traffic control system 10 .

The general vehicle 4 is a general vehicle that travels on roads.

Next, the configuration of the traffic control processing system 10A will be described.
In the following description, illustration and description of a communication unit for communication with external devices and devices are omitted for easy understanding.

The traffic control processing system 10A is composed of a plurality of computer devices, and is roughly divided into a processing section 11A, a storage section 12A, an input section 13A and a display section 14A.
The processing unit 11A of the traffic control processing system 10A is roughly divided into an information acquisition unit 111, a traffic condition calculation unit 112, an event registration unit 114, and a display control unit 117A. In addition, hereinafter, regarding processing other than the information acquisition unit 111, the traffic condition calculation unit 112, the event registration unit 114, and the display control unit 117A in the processing unit 11A, the main body of operation is referred to as the "processing unit 11A".

In this case, the processing section 11A is configured as a so-called computer including, for example, an MPU (Micro Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory).

The MPU centrally controls the operation of the traffic control processing system 10A. The ROM is a storage medium that stores various programs and data. RAM is a storage medium for temporarily storing various programs and rewriting various data.

The MPU uses the RAM as a work area to execute programs stored in the ROM, the storage unit 12, and the like.

The storage unit 12A of the traffic control processing system 10A is an external storage device such as a HDD (Hard Disk Drive) or an SSD (Solid State Drive). The storage unit 12A includes a road information storage unit 121, an acquired information storage unit 122, a traffic condition storage unit 123, and an event storage unit 125.

The input unit 13A of the traffic control processing system 10A is an input device that receives a user's operation on the traffic control processing system 10A. The input unit 13A is, for example, an input device such as a keyboard and a mouse.

The display unit 14A of the traffic control processing system 10A is a display unit realized by a liquid crystal display (LCD (Liquid Crystal Display)), an organic EL (Electro-Luminescence) display, or the like, and corresponds to the traffic control processing system 10A. Display various information.

Next, the processing section 11A of the traffic control processing system 10A will be described.
The information acquisition unit 111 acquires various information from a vehicle detector (traffic counter) 2, a surveillance camera 3, a general vehicle 4, a management vehicle PC, or various external information servers (disaster information server, weather information server, etc.), It is a storage unit that stores various types of acquired information in the acquired information storage unit 122 . The general vehicle 4 here refers to a vehicle other than the management vehicle PC among the vehicles traveling on the expressway.

The traffic condition calculation unit 112 is based on at least one of information from the vehicle detector 2 installed on the expressway and information from the general vehicle 4 (that is, information stored in the acquired information storage unit 122). , a calculation unit that calculates traffic conditions including the degree of congestion of vehicles on the expressway and stores the calculated traffic conditions in the traffic condition storage unit 123 .

The event registration unit 114 is a registration unit that receives event registration operations based on information input by the operator using the input unit 13 when an event occurs on an expressway, and stores the contents of the event in the event storage unit 125. . Event registration information includes, for example, date and time, location, and contents (traffic accident, broken-down vehicle, road obstacle, fire, etc.).

117 A of display control parts are control parts which display various information on the display part 14. FIG.

Next, the storage section 12A of the traffic control processing system 10A will be described.
The storage unit 12A is an external storage device such as a HDD (Hard Disk Drive) or SSD (Solid State Drive), and includes a road information storage unit 121, an acquired information storage unit 122, a traffic condition storage unit 123, and an event storage unit 125. .

The road information storage unit 121 stores road information including information on places where the managed vehicle PC can turn around on the expressway HW. In addition, the road information may include information on the route and time required for the turn-around driving in places where turn-back driving is possible.

In this embodiment, as an example, it is assumed that the interchange IC is the only place on the expressway HW where the vehicle can turn around. In addition, the route and the time required for the turn-around run differ for each of the plurality of interchange ICs due to their structure, and the road information storage unit 121 also stores such information.

The acquired information storage unit 122 is a storage unit that stores various kinds of information acquired by the information acquisition unit 111 from the vehicle detector 2, the surveillance camera 3, the general vehicle 4, the managed vehicle PC, and the like.

The traffic condition storage unit 123 is a storage unit that stores traffic conditions calculated by the traffic condition calculation unit 112 .

The event storage unit 125 is a storage unit that stores the details of the event registration operation received by the event registration unit 114 .

Next, the configuration of the management vehicle dispatch system 10B will be described.
The management vehicle dispatch system 10B is composed of one or a plurality of computer devices, and is roughly divided into a processing section 11B, a storage section 12B, an input section 13B and a display section 14B.

The processing unit 11B of the management vehicle dispatch system 10B is roughly divided into a management vehicle status calculation unit 113, a vehicle allocation candidate information creation unit, a display control unit 117B, and a vehicle allocation instruction unit 118. FIG. In the following description, the operating body of the processing other than the management vehicle condition calculation unit 113, the vehicle allocation candidate information creation unit, the display control unit 117B, and the vehicle allocation instruction unit 118 in the processing unit 11B is referred to as the "processing unit 11B".

In this case, the processing section 11B is also configured as a so-called computer like the processing section 11A.

The managed vehicle status calculation unit 113 of the managed vehicle dispatch system 10B obtains information (that is, the acquired information storage unit 122), the status of the managed vehicle including the current location and work content (work purpose before work) is calculated.

The vehicle allocation candidate information creation unit 115 of the management vehicle allocation system 10B generates the road information stored in the road information storage unit 121, the traffic conditions calculated by the traffic condition calculation unit 112, and the management vehicles calculated by the management vehicle condition calculation unit 113. Based on the situation, for each of the plurality of managed vehicles PC, based on the calculated travel route and the traffic conditions (average speed at each point on the travel route, etc.) calculated by the traffic condition calculation unit 112, the predicted location of the accident occurrence Alternatively, the required time to the event occurrence place is calculated. Then, the vehicle allocation candidate information creation unit 115 creates vehicle allocation candidate information including the required time.

The display control unit 117B of the management vehicle dispatch system 10B, for example, displays information indicating that the accident occurrence probability calculated by the accident probability calculation unit 10C is at a predetermined level or higher, and the vehicle allocation information created by the vehicle allocation candidate information creation unit 115. etc. are displayed on the display unit 14 .

The dispatch instruction unit 118 of the managed vehicle dispatch system 10B specifies a managed vehicle PC judged to be most suitable for dispatch based on the predicted accident occurrence location or the event occurrence location, and for the non-managed vehicle PC, This is an instruction unit that automatically instructs vehicle allocation (dispatch). The dispatch (dispatch) instruction to the management vehicle PC can be given not only automatically but also manually by the traffic controller.

Next, the storage unit 12B of the managed vehicle dispatch system 10B will be described.
The storage unit 12B is also an external storage device such as a HDD (Hard Disk Drive) or SSD (Solid State Drive), and includes a managed vehicle status storage unit 124 and a vehicle allocation information storage unit 126 .

The managed vehicle status storage unit 124 is a storage unit that stores the status of the managed vehicle PC calculated by the managed vehicle status calculation unit 113 .

The vehicle allocation information storage unit 126 is a storage unit that stores information regarding the allocation (dispatch) of the management vehicle PC instructed by the vehicle allocation instruction unit 118 .

The input unit 13B is an input device that receives a user's operation on the managed vehicle dispatch system 10B. The input unit 13B is, for example, an input device such as a keyboard and a mouse.

The display unit 14B is a display unit implemented by a liquid crystal display (LCD), an organic EL (Electro-Luminescence) display, or the like.

FIG. 3 is a functional configuration block diagram of an accident occurrence probability calculation unit of the embodiment.
10 C of accident occurrence probability calculation parts of this embodiment are equipped with the accident occurrence pattern learning part 131 and the prediction process part 132 as the main function part.

Traffic information necessary for prediction processing in the accident probability calculation unit 10C includes, for example, an integrated value of passing traffic volume per unit time (number of vehicles traveling per unit time; hereinafter referred to as traffic volume), Examples include average speed, occupancy rate, and large vehicle mix rate.

The control information necessary for prediction processing in the accident probability calculation unit 10C includes an occurrence flag at the time of accident occurrence, time of occurrence, type of accident, and the like. This control information may be manually input by a controller using a man-machine interface.

The accident occurrence pattern learning unit 131 acquires past traffic information and control information from the acquired information storage unit 122 and the traffic condition storage unit 123, and learns the traffic information at the time of the accident stored in the event storage unit 125 as a pattern. do. As a learning method, based on the accident occurrence time information (accident occurrence point, accident occurrence time, accident type) stored in the event storage unit 125, the corresponding time zone and route position (lane) traffic information is obtained. (For example, traffic volume, average speed, occupancy rate, large vehicle mix rate, etc.) are obtained, and these responses are learned as patterns when an accident occurs.

In addition, the accident occurrence pattern learning unit 131 considers environmental information such as weather, temperature, road surface conditions (frozen road surface, fallen leaves) in addition to the traffic information and control information, and learns the patterns at the time of accident occurrence. can be As a result, it is possible to learn accident occurrence patterns in consideration of situations in which accidents are more likely to occur, such as rainy weather, fog, and frozen road surfaces, and contribute to calculating the probability of occurrence of accidents more accurately.

As an example of a method for calculating the probability of occurrence of an accident, for example, as described in Japanese Patent No. 6045846, a method of learning accident cases using a model such as a self-organizing map is used to obtain information such as position on the road, time, weather, etc. There is also a method of calculating the accident occurrence probability (similarity of how similar the situation is to the situation in which an accident occurred in the past [eg, degree of congestion, road surface condition, temperature, weather, etc.]) for each condition.
Also, the simplest learning method includes a method of holding and accumulating these combinations, a method of clustering these combinations by statistical processing, and creating data of similar cases.

The prediction processing unit 132 converts the traffic conditions at the time of prediction processing calculated by the traffic condition calculation unit 112 based on the information acquired by the information acquisition unit 111 to the traffic conditions at the time of the accident learned by the accident occurrence pattern learning unit 131. When the similarity is high compared with the pattern, an accident occurrence prediction result indicating that the accident occurrence probability is high is output.

For example, if the correlation between traffic information at the time of prediction processing and any of the patterns at the time of accident occurrence learned by the accident occurrence pattern learning unit 131 is, for example, 0.85 or more, an accident occurrence probability of 85% is calculated.

In other words, the accident probability calculation unit 10C regards the correlation with any of the learned traffic situation patterns at the time of accident occurrence as the accident probability (probability of accident occurrence or tendency of accident occurrence), and uses this as the accident occurrence prediction result. will be calculated as
Then, for example, the accident occurrence probability is divided into 10 levels corresponding to the priority in units of 10% (the 10th level has the highest priority and the 1st level has the lowest priority).

As described above, based on the calculated accident probability, the accident probability calculation unit 10C puts the managed vehicle PC on standby in preparation for the occurrence of an accident, patrols places where there is a high possibility of an accident, or uses information boards. It is possible to call attention to the running vehicle by using the

Note that the managed vehicle status calculation unit 113 may calculate the managed vehicle status including the current location and the presence or absence of work for a plurality of managed vehicles PC on the expressway. In this case, the vehicle allocation candidate information creation unit 115 excludes management vehicles in operation from the vehicle allocation candidates based on the management vehicle conditions calculated by the management vehicle condition calculation unit 113 .

FIG. 4 is a processing flowchart of the first embodiment.
First, the information acquisition unit 111 of the traffic control system 10 acquires various information from the vehicle detector (traffic counter) 2, the surveillance camera 3, the managed vehicle PC, or various external information servers, and converts the acquired information into acquired information. Stored in the storage unit 122 (step S11).

As a result, the traffic condition calculation unit 112 calculates the traffic condition including the degree of congestion of vehicles on the expressway HW based on the information from the vehicle detector 2 installed on the expressway HW, and calculates the calculated traffic condition. is stored in the traffic condition storage unit 123 (step S12).

In addition, the management vehicle status calculation unit 113 calculates the management vehicle status including the current location and the work content (work purpose before work) based on the information acquired from the management vehicle PC that the information acquisition unit 111 has already dispatched. (Current position, work content, etc.) are detected, and the detected management vehicle status is stored in the management vehicle status storage unit 124 (step S13).
As a result, the accident occurrence probability calculation unit 10C calculates the accident occurrence probability (step S14).

Specifically, the accident probability calculated by the prediction processing unit 132 of the accident probability calculation unit 10C is based on the traffic conditions at the time of prediction processing calculated by the traffic condition calculation unit 112 based on the information acquired by the information acquisition unit 11. The pattern of traffic conditions at the time of the accident learned by the accident occurrence pattern learning unit 3 is compared with the traffic situation pattern, and the similarity is calculated.

That is, if the traffic conditions at the time of prediction processing are exactly the same as the pattern of traffic conditions at the time of past accidents learned by the pattern learning unit 3, the similarity is set to 100% (accident prediction level 10th stage), If it is completely (or almost) different from the pattern of traffic conditions at the time of past accident occurrence, the degree of similarity is set to 0% (accident occurrence prediction level first stage).

Next, the dispatch instruction unit 118 determines whether or not the accident probability calculated by the accident probability calculation unit 10C exceeds a predetermined threshold value, for example, 79% (eighth stage of the accident prediction level) (step S15). .

In the judgment of step S15, if the accident occurrence probability calculated by the accident occurrence probability calculation unit 10C does not exceed the predetermined threshold value (step S15; No), the process moves to step S11 again, and the above-described processing procedure is performed. repeat.

In the judgment of step S15, if the accident occurrence probability calculated by the accident occurrence probability calculation unit 10C exceeds a predetermined threshold value (step S15; Yes), the dispatchable managed vehicle extraction for extracting the dispatchable managed vehicle PC is performed. The processing proceeds (step S16).

FIG. 5 is a processing flowchart of the dispatchable management vehicle extraction processing.
The vehicle allocation instruction unit 118 first determines whether or not there is a management vehicle that is not working and can be a vehicle allocation target (step S21).
Here, the management vehicle that can be a vehicle allocation target means a management vehicle that can perform processing related to an accident that is expected to occur with a high probability.

If it is determined in step S21 that there are no managed vehicles that can be dispatched (step S21; No), the process is terminated as dispatching is not possible.
In the judgment of step S21, if there are managed vehicles that can be dispatched (step S21; Yes), one of them is set as a managed vehicle to be processed (step S22).

Next, it is determined whether or not the direction of travel to the destination, which is a point with a high probability of accident occurrence, is correct for the set management vehicle to be processed (step S23).
More specifically, it is determined whether or not the destination, which is the predicted accident occurrence point, exists in front of the target management vehicle in the direction of travel on the expressway HW. This is for determining whether or not the vehicle can be easily dispatched.

If it is determined in step S23 that the direction of travel to the destination of the managed vehicle to be processed is correct (step S23; Yes), the process proceeds to step S25.
If it is determined in step S23 that the direction of travel to the destination of the managed vehicle to be processed does not match (step S23; No), the managed vehicle to be processed must turn around to change the direction of travel at a nearby interchange IC. It is determined whether or not it is possible (step S24).

If it is determined in step S24 that the vehicle under management cannot turn around to change the direction of travel at the nearby interchange IC (step S24; No), the process proceeds to step S27.

If it is determined in step S24 that the target managed vehicle can turn around to change its traveling direction at a nearby interchange IC (step S24; The arrival time to the destination, which is the predicted accident occurrence point, is calculated (step S25).

Subsequently, the vehicle allocation instruction unit 118 registers the target management vehicle for which the arrival time to the destination was calculated in step S25 in the order of shortest arrival time to the destination, that is, in order of priority for vehicle allocation. (or update the list) (step S26).

Then, the dispatch instruction unit 118 determines whether or not there is a management vehicle to be processed that has not been registered in the list (step S27).
In the judgment of step S27, if there is a management vehicle to be processed that has not yet been registered in the list (step S27; Yes), the process proceeds to step S22 again and the above-described process is performed.
If it is determined in step S27 that there is no managed vehicle to be processed that has not been registered in the list, the process proceeds to step S17 in FIG.

Returning to FIG. 4, the dispatch instruction unit 118 then determines whether or not there is a managed vehicle that can be dispatched based on the list (step S17).
In the judgment of step S17, if there is no management vehicle that can be dispatched (step S17; No), it is the stage of predicting the occurrence of an accident.

In the judgment of step S17, if there is a managed vehicle that can be dispatched (step S17; Yes), a vehicle allocation instruction is automatically transmitted to the corresponding managed vehicle PC, and a vehicle allocation instruction list is displayed on the display unit 1001 and the terminal device. It is displayed on the display screen of 1002 (step S18).

FIG. 6 is an explanatory diagram of an example of a dispatch instruction list.
The vehicle allocation instruction list 200 includes a vehicle ID display section 201 that displays a vehicle ID for specifying a managed vehicle to which a vehicle allocation instruction is to be issued, a vehicle allocation reason display section 202 that displays the reason for the vehicle allocation instruction, and a vehicle allocation destination. It has a vehicle allocation destination display section 203 to display, a vehicle allocation instruction date and time display section 204 to display the vehicle allocation instruction date and time, and a processing status display section 205 to display the processing status.

Specifically, the management vehicle with the vehicle ID=PC3 is instructed by the dispatch instruction unit 118 to head to the dispatch destination Px (see FIG. 1) on November 12, 13, because the accident prediction result is the ninth stage. It is shown that the vehicle allocation was automatically instructed at 6:00 and the processing was completed at 13:42.

In this case, the contents of the work of the management vehicle PC at the dispatch destination Px include, for example, calling attention by an electronic bulletin board mounted on the management vehicle, and providing information on the actual occurrence of an accident at the accident prediction point. Examples include rushing to the scene and corresponding processing.

At 14:11 on November 12, the management vehicle with the vehicle ID=PC4 was instructed by the vehicle dispatch instruction unit 118 to head to the dispatch destination "△△△△△" because of a rear-end collision. It is indicated that dispatch is automatically instructed, that the vehicle is being rushed to the site, and that the estimated time of arrival is 14:23.

As described above, according to the first embodiment, when the accident probability is equal to or higher than a predetermined value, the vehicle under management is automatically dispatched in advance, thereby performing accident suppression processing such as alerting. , it is possible to speed up the on-site response and prevent secondary disasters when an accident actually occurs.

[2] Second Embodiment In the above-described first embodiment, the case where the accident occurrence probability exceeds the predetermined threshold value is one. However, there may be multiple points where the accident occurrence probability exceeds a predetermined threshold. At this time, it is conceivable that the number of managed vehicles that can be dispatched is less than the number of locations where the accident occurrence probability is equal to or greater than a predetermined value. The second embodiment is an embodiment for a case where the number of managed vehicles that can be dispatched is less than the number of locations where the accident occurrence probability is equal to or greater than a predetermined value.
FIG. 7 is an explanatory diagram of a situation example of a restricted road in the second embodiment.
In FIG. 7, the same reference numerals are given to the same parts as in FIG. 1, and the detailed description thereof will be incorporated.

In FIG. 7, there is a location Px1 with an accident occurrence probability of 82% (accident occurrence prediction level 9th stage) at a position near the interchange IC2 on the road RT3o. In addition, it is assumed that there exists a place Px2 with an accident occurrence probability of 92% (accident occurrence prediction level 10th stage) at a position behind the managed vehicle PC3 in the traveling direction on the road RT3o.

In this case, if the management vehicle PC2 is the only management vehicle that can go to the current accident prediction point, the vehicle allocation instruction unit 118, if there are a plurality of accident prediction points, If there is a shortage of managed vehicles heading to a point, the accident prediction levels are compared, and an instruction is given to allocate a vehicle to a point with a higher accident prediction level.

Specifically, the dispatch instruction unit 118 can determine that the management vehicle PC2 can reach the location Px1 more quickly than it can reach the location Px2.

However, once the vehicle under management PC2 has been dispatched to the location Px1, the vehicle dispatch instruction unit 118 determines that there is no other vehicle to be dispatched to the location Px2 with a higher accident prediction level. An instruction is given to reserve the dispatch to Px1 and to dispatch the management vehicle PC2 to the location Px2.

As described above, according to the second embodiment, even if the number of locations where the accident occurrence probability is equal to or higher than the predetermined value exceeds the number of managed vehicles that can be dispatched, the vehicle is automatically moved to a location with a higher accident occurrence prediction level. By controlling the allocation of managed vehicles with priority in advance, it is possible to carry out accident prevention processing such as calling attention at the accident prediction point, which is considered more effective, and to prevent the occurrence of an accident at the site. It is possible to speed up the response and prevent secondary disasters.

[3] Third Embodiment In each of the above-described embodiments, the response to an accident that is expected to occur in the future is based on the calculation result of the accident occurrence probability. In other words, the case where an event such as an accident or fire has not occurred has been described as an example. However, if an event such as an accident or fire has already occurred, it will be necessary to urgently respond to the event (accident/fire, etc.) that has already occurred, and this will change the management vehicle allocation operation.
Therefore, the third embodiment is a case where an event has actually occurred and a place with a high accident occurrence prediction level is detected in parallel.
FIG. 8 is an explanatory diagram of a situation example of a restricted road in the third embodiment.
In FIG. 8, parts similar to those in FIG. 1 are denoted by the same reference numerals, and their detailed description is incorporated.

In FIG. 8, a location Px with an accident probability of 82% (the ninth stage of the accident prediction level) exists at a position near the interchange IC3 on the road RT3i, and at a position near the interchange IC2 on the road RT2i, Assume that an event IVx such as an accident has occurred.

FIG. 9 is an explanatory diagram of event priorities.
In FIG. 9, it is assumed that the event also includes accident occurrence prediction information in which the accident occurrence probability is equal to or higher than a predetermined value.

In the case of the example in Fig. 9, the priority is lower than the events from "Earthquake/Tsunami" to "Caution (Caution for accidents)", and the priority is lower than the events from "Construction schedule" to "Required time". Is high.
Therefore, when an event from "earthquake/tsunami" to "caution (caution for accident)" has occurred, management vehicles are preferentially dispatched to these events.

FIG. 10 is a processing flowchart of the third embodiment.
First, the information acquisition unit 111 acquires various information from the vehicle detector (traffic counter) 2, the surveillance camera 3, the management vehicle PC, or various external information servers, and stores the acquired information in the acquired information storage unit 122. (step S31).

As a result, the traffic condition calculation unit 112 calculates the traffic condition including the degree of congestion of vehicles on the expressway HW based on the information from the vehicle detector 2 installed on the expressway HW, and calculates the calculated traffic condition. is stored in the traffic condition storage unit 123 (step S32).

The management vehicle status calculation unit 113 includes the current location and work content (work purpose before work) based on the information acquired from the management vehicle PC by the information acquisition unit 111 regarding a plurality of management vehicle PCs on the expressway. The managed vehicle status (current position, work content, etc.) is detected, and the detected managed vehicle status is stored in the managed vehicle status storage unit 124 (step S33).

Subsequently, the event registration unit 114 determines whether or not various events shown in FIG. 9 have occurred (step S34).
In the judgment of step S34, if various events have occurred (step S34; Yes), the process proceeds to step S37.
When it is determined in step S34 that an event has not occurred (step S34; No), the accident occurrence probability calculation unit 10C calculates the accident occurrence probability (step S35) in the same manner as in the first embodiment.
Specifically, the prediction processing unit 132 of the accident occurrence probability calculation unit 10C transfers the traffic conditions at the time of prediction processing calculated by the traffic condition calculation unit 112 based on the information acquired by the information acquisition unit 11 to the accident occurrence pattern learning unit. The similarity is calculated by comparing with the pattern of the traffic situation at the time of the accident learned in 3.

Subsequently, the dispatch instruction unit 118 determines whether or not the accident occurrence probability calculated by the accident occurrence probability calculation unit 10C exceeds a predetermined threshold (step S36).
If it is determined in step S36 that the accident probability calculated by the accident probability calculation unit 10C does not exceed the predetermined threshold value (step S36; No), the process proceeds to step S31 again, and the above-described processing procedure is performed. repeat.

When various events have occurred in the determination of step S34 (step S34; Yes), and when the accident occurrence probability calculated by the accident occurrence probability calculation unit 10C exceeds a predetermined threshold in the determination of step S36 (step S36; Yes) , the event registration unit 114 performs registration in the event storage unit 125, and shifts to a dispatchable managed vehicle extraction process for extracting a dispatchable managed vehicle PC (step S37).

Here, description will be made with reference to FIG. 5 again.
The vehicle allocation instruction unit 118 refers to the event storage unit 125 and processes the event with the highest priority among the events for which vehicle allocation processing has not yet been performed.

Specifically, it is determined whether or not there is a management vehicle that has a management vehicle that is not working and can be a vehicle allocation target (step S21).
In the judgment of step S21, if there is no management vehicle that can be allocated (step S21; No), the operator is notified that the vehicle cannot be allocated, and the operator waits for an instruction.

In the judgment of step S21, if there are managed vehicles that can be dispatched (step S21; Yes), one of them is set as a managed vehicle to be processed (step S22).

Next, it is determined whether or not the direction of travel to the destination, which is a point with a high probability of accident occurrence, is correct for the set management vehicle to be processed (step S23).
More specifically, it is determined whether or not there is a destination, which is an event occurrence point or an accident occurrence prediction point, ahead of the target managed vehicle in the direction of travel on the expressway HW. This is for determining whether or not the vehicle can be easily dispatched.

If it is determined in step S23 that the direction of travel to the destination of the managed vehicle to be processed is correct (step S23; Yes), the process proceeds to step S25.
If it is determined in step S23 that the direction of travel to the destination of the managed vehicle to be processed does not match (step S23; No), the managed vehicle to be processed must turn around to change the direction of travel at a nearby interchange IC. It is determined whether or not it is possible (step S24).

If it is determined in step S24 that the vehicle under management cannot turn around to change the direction of travel at the nearby interchange IC (step S24; No), the process proceeds to step S27.

If it is determined in step S24 that the target managed vehicle can turn around to change its traveling direction at a nearby interchange IC (step S; Yes), the dispatch instruction unit 118 directs The arrival time to the destination, which is the predicted accident occurrence point, is calculated (step S25).

Subsequently, the vehicle allocation instruction unit 118 registers the target management vehicle for which the arrival time to the destination was calculated in step S25 in the order of shortest arrival time to the destination, that is, in order of priority for vehicle allocation. (or update the list) (step S26).

Then, the dispatch instruction unit 118 determines whether or not there is a management vehicle to be processed that has not been registered in the list (step S27).
In the judgment of step S27, if there is a management vehicle to be processed that has not yet been registered in the list (step S27; Yes), the process proceeds to step S22 again and the above-described process is performed.

If it is determined in step S27 that there is no managed vehicle to be processed that has not been registered in the list, the process proceeds to step S38 in FIG.

Subsequently, the vehicle dispatch instruction unit 118 determines whether or not there is a managed vehicle that can be dispatched based on the list (step S38).
In the judgment of step S38, if there is no management vehicle that can be dispatched (step S38; No), and if the event to be processed has a priority exceeding the accident occurrence prediction information, the operator is notified that the vehicle cannot be dispatched. is notified and waits for an instruction from the operator.

If the processing target has a priority equal to or lower than the accident occurrence prediction information, the process proceeds to step S31 again without distributing the vehicle.
In the judgment of step S38, if there is a management vehicle that can be dispatched (step S38; Yes), a vehicle allocation instruction is transmitted to the corresponding management vehicle PC, and a vehicle allocation instruction list is displayed on the display unit 1001 and the terminal device 1002. It is displayed on the screen (step S39).

As a result of the above processing, in the case of the example of FIG. 8, even if the accident prediction result is the ninth stage, for example, the dispatch instructing unit 118 designates the accident prediction point Px as the dispatch destination of the management vehicle PC4. Instead, a vehicle allocation instruction is issued with the vehicle allocation destination being the point at which event IVx such as an accident with a higher priority has occurred.
In this case, even if a vehicle allocation instruction has already been issued for an event with an accident prediction result of the ninth stage, when an event IVx such as an accident with a higher priority occurs, the managed vehicle PC4 , will be changed to accommodate higher priority events.

As described above, according to the third embodiment, vehicles to be managed can be automatically dispatched according to the priority of the event. It becomes possible to prevent secondary disasters.

Although the embodiment of the present invention has been described above, the above embodiment is merely an example and is not intended to limit the scope of the invention. The above embodiments can be implemented in various forms, and various omissions, replacements, and modifications can be made without departing from the scope of the invention. The above embodiments are included in the scope and gist of the invention, and are included in the scope of the invention described in the claims and equivalents thereof.

For example, in the above description, the traffic control processing system 10A, the management vehicle dispatch system 10B, and the accident occurrence probability calculation unit 10C are described as separate units, but it is also possible to integrate some or all of them. .
In this case, it is also possible to combine common configurations. For example, it is also possible to combine the plurality of processing unit storage units, display control units, input units, display units, etc. provided in FIG. 2 into one unit.
Further, the event is not limited to the above-described event, and any event that is an object of allocation of the management vehicle can be set arbitrarily.
Similarly, the event priority is an example, and can be appropriately set according to the actual operation.

In addition, the vehicle dispatch instruction can be updated in real time, and it is possible to preferentially dispatch a vehicle to an event with a higher priority.
In addition, the target road is not limited to expressways, and may be a toll road or a free road as long as it is a restricted road with restrictions on the inflow and outflow of vehicles and changes in the direction of travel of vehicles.

In addition, although the management vehicle PC in operation is excluded from the vehicle allocation candidates, the present invention is not limited to this. For example, a management vehicle PC whose work is about to be completed, even if it is a management vehicle PC in operation, does not need to be excluded from the vehicle allocation candidates.

Also, the place where the vehicle can turn back is not limited to the interchange IC, and may be another place. In addition, there may be an interchange IC that cannot travel back. In that case, the vehicle may turn around by exiting the interchange IC once and then re-entering it. In those cases, the information may be stored in the road information storage unit 121 .

Also, the target restricted road may include confluence points, branch points, junctions, and the like.

If the target road has multiple lanes on one side, the degree of congestion, accidents, etc. may be determined for each lane as traffic conditions.

REFERENCE SIGNS LIST 10 traffic control system 10A traffic control processing system 10B management vehicle allocation system 10C accident occurrence probability calculation unit 11A, 11B processing units 12A, 12B storage unit 13 input unit 14 display unit 111 information acquisition unit 112 traffic condition calculation unit 113 management vehicle condition calculation Unit 114 Event registration unit 115 Vehicle allocation candidate information creation unit 117 Display control unit 118 Vehicle allocation instruction unit 121 Road information storage unit 122 Acquired information storage unit 123 Traffic condition storage unit 124 Managed vehicle condition storage unit 125 Event storage unit 126 Vehicle allocation information storage unit 131 Accident occurrence pattern learning unit 132 Prediction processing unit 200 Vehicle allocation instruction list 201 Vehicle ID display unit 202 Vehicle allocation reason display unit 203 Vehicle allocation destination display unit 204 Vehicle allocation instruction date and time display unit 205 Processing status display unit 1000 Traffic control room 1001 Display unit 1002 Terminal device HW Expressway IVx Event IC, IC1-IC3 Interchange PC, PC1-PC5 Managed vehicle Px1 Location Px2 Location RT1i-RT3i, RT1o-RT3o Road

Claims (8)

A management vehicle dispatch system for allocating management vehicles for managing a restricted road on a restricted road with restrictions on the inflow and outflow of vehicles and changes in the direction of travel,
a road information storage unit that stores road information including information on places where the managed vehicle can turn around on the restricted road;
a probability calculation unit that calculates the probability of occurrence of an event based on at least traffic information among traffic information and environmental information;
a management vehicle identification unit that identifies management vehicles that can be dispatched to the location of the event in order to deal with an event in which the probability of occurrence calculated by the probability calculation unit is equal to or greater than a predetermined value;
For the identified management vehicle, it is determined whether or not the direction of travel on the restricted road to be allocated matches, and when calculating the arrival time to the event location, for the management vehicle whose direction of travel does not match calculates the arrival time of each of the specified management vehicles as the time required for turning back at the place where the turn-around is possible stored in the road information storage unit, and calculates the location corresponding to the event. an instruction output unit that identifies the management vehicle that can be dispatched more quickly and outputs a vehicle allocation instruction to the management vehicle;
managed vehicle dispatch system. If the number of managed vehicles that can be dispatched identified by the managed vehicle identification unit is less than the locations where the event occurs where the probability of occurrence calculated by the probability calculation unit is equal to or greater than a predetermined value,
The instruction output unit outputs the vehicle allocation instruction by giving priority to an event calculated to have a higher probability of occurrence calculated by the probability calculation unit.
The management vehicle dispatch system according to claim 1. The instruction output unit is set with an importance ranking for each event including an event that has occurred and an event that is expected to occur, and when the occurrence of an event or the probability of occurrence of an event is equal to or greater than a predetermined value In addition, dispatch instructions are given to the identified managed vehicles from the most important event,
The management vehicle dispatch system according to claim 1. The probability calculation unit calculates the probability of occurrence of the event based on the degree of matching of traffic conditions or environmental conditions when the event occurred in the past.
The management vehicle dispatch system according to any one of claims 1 to 3. the event is a traffic accident;
The management vehicle dispatch system according to any one of claims 1 to 4. The instruction output unit provides the vehicle allocation instruction list for issuing the vehicle allocation instruction to the managed vehicles as follows:
a vehicle ID display unit for displaying a vehicle ID for specifying a management vehicle to which a dispatch instruction is to be issued;
a vehicle allocation reason display unit for displaying the reason for the vehicle allocation instruction; a vehicle allocation destination display unit for displaying the vehicle allocation destination;
a vehicle allocation instruction date and time display section for displaying the vehicle allocation instruction date and time;
a processing status display section for displaying the processing status;
The management vehicle dispatch system according to any one of claims 1 to 4, comprising: A managed vehicle dispatch method for allocating managed vehicles for managing the restricted road on a restricted road with restrictions on the inflow and outflow of vehicles and changes in the direction of travel,
A process in which a road information storage unit stores road information including information on a place where the managed vehicle can turn around on the restricted road;
a process in which the probability calculation unit calculates the probability of occurrence of an event based on at least traffic information among traffic information and environmental information;
A process in which a management vehicle identification unit identifies a management vehicle that can be dispatched to a location of an event in order to deal with an event in which the probability of occurrence calculated by the probability calculation unit is equal to or greater than a predetermined value;
The instruction output unit determines whether or not the direction of travel on the restricted road to which the vehicle is to be allocated is correct for the specified management vehicle, and determines whether the direction of travel is correct when calculating the arrival time to the location of the event. By calculating the arrival time of each of the specified management vehicles as the time required for turning back at the place where the turning is possible stored in the road information storage unit, the management vehicle that does not have the event a process of identifying the management vehicle that can be dispatched earlier than the location corresponding to the above, and outputting a vehicle allocation instruction to the management vehicle;
managed vehicle dispatch method with A program for controlling, by a computer, a managed vehicle dispatch system that allocates managed vehicles for managing the restricted road on a restricted road with restrictions on the inflow and outflow of vehicles and changes in the direction of travel,
the computer,
means for storing, in a road information storage unit, road information including information on places where the managed vehicle can turn around on the restricted road;
means for the probability calculation unit to calculate the probability of occurrence of an event based on at least traffic information among traffic information and environmental information;
a means for identifying a management vehicle that can be dispatched to a place of an event in order for the management vehicle identification unit to respond to an event in which the probability of occurrence calculated by the probability calculation unit is equal to or greater than a predetermined value;
The instruction output unit determines whether or not the direction of travel on the restricted road to which the vehicle is to be allocated is correct for the specified management vehicle, and determines whether the direction of travel is correct when calculating the arrival time to the location of the event. By calculating the arrival time of each of the specified management vehicles as the time required for turning back at the place where the turning back is possible stored in the road information storage unit, the management vehicle that does not have the event a means for identifying the management vehicle that can be dispatched earlier than the location corresponding to the above, and outputting a vehicle allocation instruction to the management vehicle;
program to function as

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