JP5017170B2 - Road traffic information system and abnormality determination method - Google Patents

Description

  The present invention relates to the field of an intelligent road traffic system, and relates to a road traffic information system using a function of a vehicle-mounted device.

  In recent years, various researches and developments related to intelligent transport systems (ITS) have been promoted. Specifically, there is an automatic toll payment system on a highway, a so-called ETC (Electronic Toll Collection) system.

  As a research and development field of ITS, a road traffic information system that provides road traffic information for the purpose of reducing traffic accidents has attracted attention. The road traffic information system detects road traffic anomalies (sometimes collectively referred to as obstacles) mainly for lane blockages and traffic jams for vehicles traveling on the road, and the detection results are used for road traffic. This system provides information.

As an example of a proposal for a conventional road traffic information system, multiple cameras are installed in a poorly-sighted section consisting of places with poor visibility on the road (curves, tunnels, crests, etc.), and image processing of images taken by each camera There is a system in which abnormalities such as traffic lane blockages and traffic jams due to accidents and the like are determined based on the result and notified to a running vehicle (for example, see Patent Document 1).
JP-A-6-6799

  Conventional road traffic information systems such as those described above require the installation of multiple types of cameras, such as visible light cameras and infrared cameras, in order to function not only at multiple cameras but also at night. To do. For this reason, there are problems such as a relatively high equipment cost, complicated image processing, a complicated system configuration, and a high cost for maintenance.

  In particular, when a camera is installed on a road, a pillar to which the camera is attached needs a considerable height. This is because if the column is lowered, the field of view of the camera is shortened, and many cameras must be installed in order to measure a curved section of several hundred meters. For this reason, in a tunnel with a height restriction, a system using a camera has problems such as cost and installation work being difficult.

  An object of the present invention is to provide a road traffic information system capable of detecting road traffic abnormalities and reliably providing the road traffic information without using a camera.

  An aspect of the present invention is a road traffic information system that detects abnormalities in road traffic using, for example, uplink information from an ETC on-board device and provides the road traffic information.

A road traffic information system according to an aspect of the present invention includes an on-vehicle device mounted on a vehicle traveling on a road, which is disposed at each of a first point and a second point on or near the road. Information collecting means for collecting uplink information including information for specifying the information by wireless communication, and uplink information collected by the information collecting means from vehicles passing through the first point and the second point Road traffic determination means for determining the traffic state on the road, and the road traffic determination means is a parameter value set in advance based on the probability of occurrence of an uplink error. a is, the uplink information in particular in the second point in the reference time of the minimum predetermined number of vehicles are collected continuously from specified in the first point If there is no lane blockage determining means for determining that the lane between the first and second points is in a blocked state, and for each vehicle specified at the first and second points, the first point The travel speed is calculated based on the travel time and travel distance from the vehicle to the second point, and the average speed is calculated from the travel speed of each vehicle. When the average speed is slower than the determination reference speed, It is the structure provided with the traffic congestion determination means which determines that the lane between 1 and 2nd points is a traffic jam state.

  ADVANTAGE OF THE INVENTION According to this invention, the road traffic information system which can detect the abnormality of road traffic and can provide the road traffic information reliably without using a camera is realizable.

  Embodiments of the present invention will be described below with reference to the drawings.

(System configuration)
FIG. 1 is a block diagram showing a main part of a road traffic information system according to this embodiment.

  The system is roughly divided into uplink information collection devices 1A and 1B and a roadside processing device (road traffic determination device) 4. Uplink information collecting apparatuses 1A and 1B are installed at a plurality of designated points in the vicinity (or on the road) of a road (for example, a highway) 3 on which the vehicle 2 travels. In the present embodiment, the uplink information collection devices 1A and 1B are respectively disposed at two points 1 and 2 having a constant interval (corresponding to the abnormality detection section L) for convenience.

  Uplink information collecting apparatuses 1A and 1B are composed of radio communication antennas 10 and radio communication apparatuses 10 such as a DSRC (dedicated short range communication) system arranged at points 1 and 2 respectively. The wireless communication device 10 may be installed for each wireless communication antenna disposed at each of the points 1 and 2 or may be installed as a shared antenna for each wireless communication.

  The uplink information collection devices 1A and 1B receive uplink information transmitted by radio communication from the vehicle-mounted device 20 mounted on the vehicle 2 that passes through the points 1 and 2 by the radio communication antenna. 10 to the roadside processing device 4. The vehicle-mounted device 20 is, for example, an ETC vehicle-mounted device (vehicle-mounted device used in an ETC system), which includes information (hereinafter referred to as vehicle ID information) that can identify the vehicle 2 as uplink information, and transmits the information by wireless communication. It has a function.

  Here, as vehicle ID information, it is desirable to use anonymous identification information (anonymous LID information) that can be arbitrarily generated at random rather than ID information in the ETC system. Hereinafter, in this embodiment, it is assumed that the uplink information transmitted from the vehicle-mounted device 20 includes anonymous LID information.

  The roadside processing device 4 uses the uplink information collected by the uplink information collection devices 1A and 1B as an abnormality detection section L between the two points 1 and 2, and specifically, the road traffic situation abnormality, specifically the lane Determine whether a blockade or traffic jam has occurred.

  The roadside processing device 4 is broadly divided into an uplink information processing unit 5, a lane blockage determining unit 6, and a traffic jam determining unit 7. The uplink information processing unit 5 receives the uplink information collected by the uplink information collection devices 1A and 1B, extracts vehicle ID information (anonymous LID information) and the like necessary for road traffic situation abnormality determination, Executes processing to form.

  The uplink information processing unit 5 includes a point 1 passage data processing block 5A, a point 2 passage data processing block 5B, and a vehicle ID matching determination block 5C. The point 1 passage data processing block 5A processes information uplinked from the vehicle 2 that has passed the point 1.

  As shown in FIG. 5, the point 1 passage data processing block 5A generates information 100A in a table format as a processed form. That is, as shown in FIG. 5, as information 100 </ b> A, vehicle ID information (vehicle equipment 20 vehicle ID) mounted on the vehicle 2 that has passed the point 1, time when uplink information is received (passing time of the point 1) ), And the serial number of the vehicle 2 that has passed the point 1 is included.

  The point 2 passage data processing block 5B has a function of processing information uplinked from the vehicle 2 that has passed the point 2, and executes the same processing as the point 1 passage data processing block 5A. That is, as shown in FIG. 5, the point 2 passage data processing block 5B is configured to receive the vehicle ID information (vehicle equipment 20 vehicle ID) mounted on the vehicle 2 that has passed the point 2 and the time when the uplink information is received (point 2), and information 100B including the serial number of the vehicle 2 that has passed the point 2 is generated.

  The vehicle ID matching determination block 5C determines the consistency of the vehicle ID information of the vehicle 2 that has passed the point 1 and the point 2, that is, whether or not the same vehicle 2 has passed the point 1 and the point 2. Specifically, the vehicle ID matching determination block 5C has passed through the points 1 and 2 using the information 100A and 100B input from the point 1 passage data processing block 5A and the point 2 passage data processing block 5B. The vehicle ID information of the vehicle 2 is collated, and when the collation results match, it is determined that they are the same vehicle.

  As shown in FIG. 6, the vehicle ID matching determination block 5 </ b> C generates determination result information including table information obtained by combining the information 100 </ b> A and 100 </ b> B and a “vehicle ID matching flag” that is a determination result. “1” of the “vehicle ID matching flag” is a flag indicating that the vehicle is the same vehicle, and is a serial number (hereinafter referred to as a vehicle number) 1, 2, 4, 5 that has passed through the point 1, and a point 2 This indicates that the vehicles having the vehicle numbers m + 2, m + 3, m + 4, and m + 6 that pass through are the same. In addition, the arrow shown in FIG. 5 shows the vehicle of the vehicle number with which the consistency of vehicle ID was taken.

  Next, the lane blockage determination unit 6 determines whether or not a lane blockage state has occurred due to a sudden accident or the like as a road traffic abnormality based on the information processed by the uplink information processing unit 5. (See FIG. 12). The lane blockage determination unit 6 includes a delay determination time calculation block 6A, a delay determination block 6B, and a lane blockage abnormality determination block 6C.

  The delay determination time calculation block 6A calculates a delay determination time necessary for determining whether or not the vehicle 2 has passed the point 2 within a specified time after passing the point 1. Here, the specified time is referred to as a delay determination value (Ta), and the delay determination time calculation block 6A executes the calculation shown in the following formula (1).

Tia = Ti + Ta (1)
Here, Tia means the delay determination time of the vehicle (referred to as vehicle number i). Ti means the passing time of point 1. Further, the delay judgment value (Ta) is a time for passing between the points 1 and 2 at the delay judgment speed (Va) as shown in the following formula (2).

Ta = L / Va (2)
L is the distance between the points 1 and 2. The delay determination speed (Va) is a parameter related to an applied road. For example, on an automobile-only road with a speed limit of 60 km / h, it is generally determined that the vehicle is congested or congested when the average speed of a traveling vehicle is 40 km / h or less. When the distance L between the points 1 and 2 is 220 m and the vehicle travels at a speed of 40 km / h, the passing time between the points 1 and 2 is 20 seconds. That is, when the parameter delay determination speed (Va) is set to 40 km / h, the delay determination value (Ta) is about 20 seconds. FIG. 7 is a diagram illustrating a specific example of a result of calculating the delay determination time (Tia) in the delay determination time calculation block 6A.

  Based on the delay determination time (Tia) calculated by the delay determination time calculation block 6A, the delay determination block 6B passes through the point 2 for the vehicle 2 that has passed the point 1 even after the delay determination time. Determine whether or not. FIG. 8 is a specific example in which the result of determination by the delay determination block 6B is indicated by a delay determination flag.

  Here, the delay determination flag means the following contents. That is, the flag “0” means a case where the vehicle does not arrive at the point 2 even after the delay determination time. The flag “1” means a case where the vehicle arrives at the point 2 before the delay determination time. The flag “2” means a case where the vehicle arrives at the point 2 past the delay determination time. In FIG. 8, the vehicle with vehicle number 1 arrives at point 2 before the delay determination time. The vehicle of vehicle number 2 is a case where the vehicle arrives at point 2 past the delay determination time. Each vehicle with vehicle numbers 3 to 6 is a case where the vehicle does not arrive at point 2 even after the delay determination time.

  Suppose now that the current time is 0:00:26 in FIG. It is shown that the vehicles with vehicle numbers 1 and 2 pass the point 2 at the current time 0:00:26. Further, it is indicated that the vehicles with vehicle numbers 3 to 6 do not pass through the point 2 before the delay determination time at the current time 0:00:26.

  The lane blocking abnormality determination block 6C determines lane blocking based on the delay determination flag output by the determination of the delay determination block 6B. As shown in FIG. 12, the lane blocking abnormality determination block 6C determines whether or not a lane blocking abnormality has occurred due to a sudden accident or the like.

  Next, the traffic jam determination unit 7 determines whether the traffic jam is abnormal based on the information processed by the uplink information processing unit 5. The traffic jam determination unit 7 includes an inter-point passing speed calculation block 7A, an average speed calculation block 7B, and a traffic jam abnormality determination block 7C.

  The point-to-point passing speed calculation block 7A calculates the passing speed between the points 1 and 2 of each vehicle with respect to the vehicles matched in the vehicle ID matching determination block 5C. The point-to-point passing speed calculation block 7A knows the time at which the point 1 and the point 2 have passed, so the passing speed (Vp) between the points 1 and 2 of each vehicle from these two times is expressed by the following equation (3). It calculates by.

Vp = L / (Tp2-Tp1) (3)
Here, Tp2 is the passage time of point 2. Tp1 is the passing time of point 1.

  The average speed calculation block 7B calculates the average speed (VM) of M vehicles (M is called the most recently passed number and is a parameter) that has passed in the past from the current time. The average speed calculation block 7B calculates the average speed VM using the passing speed between points of individual vehicles that have passed the point 2. The calculation of the average speed VM every moment may be executed every time the vehicle passes through the point 2 or may be executed every fixed time (for example, every 0.5 seconds).

  FIG. 9 is a diagram for explaining the calculation result of the average speed calculation block 7B, and is an example in the case where the average speed VM is calculated every time the vehicle passes through the point 2. In the column (D) of FIG. 9, the inter-point passing speeds V1 to V5 and V7 of the individual vehicles calculated by the inter-point passing speed calculation block 7A are shown. In the (E) column of FIG. 9, the average speeds VM1 to VM5 and VM7 of each vehicle are shown.

  In FIG. 9, the average speed VM7 at the time 0: 00: X7 when the vehicle of the vehicle number 7 has passed the point 2 is the point of the five vehicles that have passed most recently when the number M of the most recently passed vehicles is set to 5. It is a value obtained by calculating the average of the inter-passage speeds V7, V5, V4, V3, V2. The vehicle of vehicle number 6 indicates that it has not reached point 2 at time 0: 00: X7.

  As described above, the value M of the most recently passing vehicles M is a parameter and is determined according to the road to be applied. In the experimented road, it has been confirmed that the value of the most recently passing vehicle M may be about 10. This is estimated to depend on the traffic volume of the road to be applied. Increasing the value of the most recently passing vehicle M slows down the determination of abnormality.

  The traffic jam abnormality determination block 7C compares the average speed VM calculated by the average speed calculation block 7B with the traffic jam determination threshold speed VB, and determines that the traffic jam is present when the comparison result is “VM <VB”.

(System operation)
In the road traffic information system configured as described above, the operation of the system will be described with reference to the flowcharts of FIGS. 2 and 4 and FIGS.

  In the system of the present embodiment, as shown in FIG. 2, for example, an uplink information collecting apparatus 1 </ b> A having an antenna installed at a curved section of the road 3, that is, at a point 1 upstream of a line-of-sight section, and a point 2 Uplink information collecting apparatus 1B having an antenna installed in each is provided. Here, when the vehicle 2 traveling on the road 3 passes through the point 1, the uplink information collection device 1A collects uplink information transmitted by wireless communication from the vehicle-mounted device 20 mounted on the vehicle 2 ( Step S1).

  The uplink information collection device 1 </ b> A transmits the collected uplink information to the roadside processing device 4 via the wireless communication device 10. In the roadside processing device 4, the uplink information processing unit 5 receives the uplink information collected by the uplink information collection device 1 </ b> A, and identifies the vehicle 2 that has passed by the vehicle ID information (anonymous LID information) (step) S2).

  Here, the uplink information processed by the point 1 passage data processing block 5A includes the vehicle ID information of the vehicle-mounted device 20, the time when the uplink information is received (the passage time of the point 1), and the vehicle that has passed the point 1. 2 serial numbers are included. The uplink information processing unit 5 starts measuring time from the time when the uplink information is received (the passing time of the point 1) (step S3).

  Here, when the vehicle 2 passes the point 2, the point 2 passage data processing block 5B processes the information uplinked from the vehicle 2 that passes the point 2, and is mounted on the vehicle 2 that passes the point 2. The information 100B including the vehicle ID information, the time when the uplink information is received (the passing time of the point 2), and the serial number of the vehicle 2 that has passed the point 2 is generated (YES in step S4, S5). .

  The vehicle ID matching determination block 5C determines the consistency of the vehicle ID information of the vehicle 2 that has passed the point 1 and the point 2, that is, whether or not the same vehicle 2 has passed the point 1 and the point 2. As described above, the traffic jam judgment unit 7 calculates the average speed VM for the vehicles matched in the vehicle ID matching judgment block 5C (step S6). As shown in FIG. 10, the traffic jam determination unit 7 compares the average speed VM with the traffic jam determination threshold speed VB, and determines that the traffic jam is present when the comparison result is “VM <VB” (in step S7). YES, S9).

  Here, in FIG. 10, the speed value VL indicates the speed limit of the road 3. The speed value VD is a congestion determination value that is generally determined to be congestion / congestion on the road 3. The traffic congestion determination threshold speed VB of the present embodiment is a value higher than the traffic congestion determination value VD. This traffic congestion determination threshold speed VB is a parameter and is determined corresponding to the road to be applied.

  Here, for example, on a road with a speed limit of 60 km / h, in general, when the vehicle traveling speed is 40 km / h or less, it is often determined that the road is congested or congested. When applied to this road, the congestion determination threshold speed VB is set to a value higher than the congestion determination value VD, which is 40 km / h. However, since there is a speed limit VL on the road, as shown in FIG. 10, the congestion determination threshold speed VB takes a value between the limit speed VL and the congestion / congestion determination speed VD. Currently, traffic information is displayed on a road information board. In general, when the average speed per minute is less than the congestion / congestion determination speed, the traffic information is displayed. For example, on a two-lane highway, 50 or more vehicles may travel in one minute in a time zone with a heavy traffic.

  In the present embodiment, the value of M of the most recently passing cars M is set to a value of about 10 cars of 50 or less, and it is possible to determine the traffic jam at an early timing. That is, in the present embodiment, the congestion determination threshold speed VB is set to a value higher than the congestion / congestion determination speed VD, and the value of the latest passing number M is optimized to determine the congestion at an earlier timing than the current congestion information. Is possible.

  On the other hand, if the vehicle 2 does not pass through the point 2 within a specified time (delay determination value Ta) after passing through the point 1, the lane blockage determination unit 6 causes a lane blockage due to a sudden accident or the like. (NO in step S4, S8). Specifically, as shown in FIGS. 11 and 12, for example, in the tunnel 300, the lane blocking state occurs due to the accident vehicle 200, and the traveling vehicles 2 </ b> A and 2 </ b> B cannot travel in the tunnel 300, It is in a state where it cannot pass through point 2 (exit of tunnel 300). FIGS. 11 and 12 are specific examples when the uplink information collection devices 1A and 1B are installed at the entrance (upstream point 1) and the exit (downstream point 2) of the tunnel 300, and the tunnel section with poor visibility is set as the abnormality detection section L. It is an example.

  As described above, the road-side processing device 4 uses the uplink information collected by the uplink information collection devices 1A and 1B as an abnormality detection section L between the two points 1 and 2, and detects an abnormal road traffic situation. Specifically, it is determined whether or not a lane blockage or a traffic jam occurs. As shown in FIG. 2, the roadside processing device 4 displays information notifying the occurrence of a lane blockage or a traffic jam on an information display device 9 installed in the vicinity of the road 3. As a result, the driver of the vehicle traveling on the road 3 can recognize that a lane blockage or a traffic jam has occurred in the front of the travel direction. It becomes possible to prevent a collision in advance.

  FIG. 3 is a system in which a plurality of cameras 30 are installed in a section between points 1 and 2 corresponding to the present embodiment, and the image processing device 31 determines the occurrence of a lane blockage or a congestion state. The system according to the present embodiment collects uplink information from the vehicle-mounted device 20 such as an ETC vehicle-mounted device, for example, without using a high-cost camera 30 or an image processing device 31, thereby generating a lane blockage or a congestion state. Can be determined.

(Uplink error handling)
As described above, the system according to the present embodiment sets the abnormality detection section L between the points 1 and 2 and collects uplink information from a vehicle traveling in this section, so that the lane is based on the transit time or the average speed. It is possible to determine the occurrence of a blockade state or a congestion state. Thereby, as shown in FIG. 12, for example, in the tunnel 300, when a lane blocking state or a traffic congestion state occurs due to a sudden accident or the like, those states are detected and displayed on the information display device 9, It can inform the running vehicle.

  By the way, under actual road traffic conditions, the uplink from the vehicle-mounted device 20 does not operate normally, and a state in which uplink information cannot be collected from the vehicle-mounted device 20 (referred to as uplink miss) frequently occurs. This uplink error is a well-known phenomenon in the field of radio wave communication.

  There are various causes for uplink errors. Under the road traffic situation that is the background of the present embodiment, as shown in FIG. 13, uplink information including vehicle ID information is uploaded from the vehicle 2 </ b> B traveling in the lane behind the large vehicle 2 </ b> C in the tunnel 300. This is a case where the link information collecting apparatus 1B cannot collect. That is, in this embodiment, it is estimated that uplink misses are most often caused by shadowing, which is a so-called shadow phenomenon.

  When an uplink mistake occurs, it may be determined that a vehicle that has correctly passed through point 1 and passed through point 2 is not passing through point 2 even though point 2 has actually passed through. . Here, as a cause that the vehicle that has passed through the point 1 does not pass through the point 2 even after a certain period of time, either the lane blockage between the above points 1 and 2 or an uplink mistake at the point 2 is the cause. It is not easy to determine immediately with a real-time system.

  Therefore, the system of the present embodiment sets not only one vehicle but also a plurality of vehicles (N vehicles) as determination targets in succession, and these N vehicles have specified time (delay determination value). If it does not pass through point 2 even after the passage, it is determined that an abnormality (lane blockage) has occurred between points 1 and 2.

  Hereinafter, the uplink miss process in the system of this embodiment will be described in detail.

  First, as shown in FIG. 5, in the information 100 </ b> A generated by the uplink information processing unit 5, the vehicle ID of the vehicle number 3 (CCCCC) has a vehicle ID that matches the vehicle ID of the vehicle uplinked at the point 2. It shows no. This is an example in which an uplink miss occurs due to shadowing or the like when passing through point 2. Further, in the information 100B generated by the uplink information processing unit 5, the vehicle ID (XXXXX) of the vehicle of the vehicle number m + 5 that has passed the point 2 does not have a vehicle ID that matches the vehicle ID that has been uplinked at the point 1. Is shown. This is an example in which an uplink error occurs when the vehicle of the vehicle number m + 5 that has passed the point 2 has passed the point 1. In this case, uplink information from the vehicle of the vehicle number m + 5 that has passed the point 2 is not used thereafter.

  In the system of the present embodiment, among the N vehicles to be determined as described above, N vehicles are called the number of delayed vehicles, and the N value is a parameter corresponding to the road to be applied. Here, when the parameter N is set to “4”, in the example shown in FIG. 8, the four vehicles with the vehicle numbers 3 to 6 do not pass the point 2 even when the delay determination time is reached. The determination block 6C determines that the lane is blocked at time 0:00:26.

  The value of the parameter N is determined from the viewpoint of the uplink miss probability on the road to be applied and the real-time property of the system. Regarding the viewpoint of the probability of an uplink error, the results of measurement on an actual two-lane automobile road will be described.

  As a specific example, the result of measuring the probability of an uplink error by installing an uplink information collection device on a road exclusively for automobiles in the Tokyo metropolitan area was about 3 to 5%. In addition, it was confirmed that uplink mistakes occurred continuously in three units. However, a measurement result was confirmed that no uplink errors occurred consecutively for four units. Based on this measurement result, by setting the value of parameter N to “4”, the vehicle that has passed through point 1 does not pass through point 2 even after a certain period of time. It can be determined that the lane blockage is the cause.

  Next, when the probability of uplink miss was 5%, the probability of uplink misses statistically continuously was examined. On the highway in the Tokyo metropolitan area, it is estimated that approximately 50,000 vehicles will travel a day when there are many. Assuming that 80% of vehicles are equipped with ETC on-vehicle equipment, 40,000 ETC on-vehicle equipment-equipped vehicles will travel every day. In this case, assuming that the probability of uplink miss is 5%, uplink misses of 2000 units (times) per day frequently occur.

  The probability of an uplink miss for two consecutive devices is calculated to be 100 times a day when a square of 5% is calculated. The probability of an uplink miss when three vehicles are running continuously is 5 times a day when calculating 5% to the third power. The result measured on an actual road was almost the same as this calculation result. Therefore, it is clear that the probability of occurrence of uplink misses for four consecutive units does not occur in one day as can be seen from the above probability calculation. Therefore, on the road to be applied, “4” can be estimated as a reasonable value as the value of the parameter N that is the number of delayed vehicles.

  Next, from the viewpoint of the real-time property of the system, the greater the value of the number of delayed vehicles N, the more accurate the detection of the lane blockage, but it takes time to determine and the real-time property is impaired. Is clear. When a lane blockage due to a sudden accident occurs, it is necessary to detect the lane blockage as soon as possible and notify the following vehicle. For example, even if it is determined that the lane is blocked since the vehicle does not pass through the point 2 within 5 to 10 minutes after the occurrence of the accident, the system lacks real-time performance. When the traffic volume is large, the elapsed time of 5 to 10 minutes becomes a traffic jam to the information provision point 9 shown in FIG.

  Therefore, it is desirable that the value of the parameter N is as small as possible from the viewpoint of the real-time property of the system. Therefore, from this point of view, “4” can be estimated as a reasonable value for the parameter N.

  In short, with the system of the present embodiment, a plurality of vehicles that consider uplink mistakes are targeted for determination, and lane blockage and congestion conditions that are abnormal road traffic conditions are reliably determined based on uplink information from each vehicle. Can be determined. As a result, it is possible to realize a road traffic information service system that can provide information on occurrence of abnormal road traffic conditions at a low cost and in a short time. Therefore, it is possible to construct a road traffic information system that ensures accuracy and real-time performance and has a lane blockage determination function and a traffic jam determination function.

  In this embodiment, for convenience, the number of uplink information collection devices installed in the vicinity of the road is set to two. However, in the long section where the line-of-sight section where an accident is likely to occur is several hundred meters to several kilometers. In such a case, it is desirable to increase the number of uplink information collection devices as appropriate. In this case, a plurality of uplink information collection devices are arranged at appropriate positions to block the detection section, and two upstream uplink information collection devices that are adjacent to each other like a chain from upstream to downstream are respectively located at points 1 and 2. As a result, it is possible to perform lane blockage determination and traffic jam determination processing.

(Application examples)
14 and 15 are diagrams showing an application example in which the system of the present embodiment is applied to a road where a landslide may occur.

  That is, as shown in FIG. 14, for example, in a mountainous area or the like, on the road 3 where the landslide 400 may occur, the uplink information collection devices 1A and 1B are installed in the section, and the system of this embodiment is configured. Apply. As shown in FIG. 15, when a landslide 500 occurs on the road 3, the road is blocked. When such a disaster occurs, if the system of this embodiment is applied, road blockage due to a disaster or the like is detected based on the collection of uplink information from the uplink information collection apparatuses 1A and 1B at two points. Is possible.

  That is, a road blockage due to a disaster or the like can also be assumed to correspond to the above-described lane blockage state, so that the lane blockage determination function of the system of this embodiment can be utilized. In addition, by installing the information display device 9 of the present embodiment, information on landslides can be provided to a vehicle that is traveling upstream of the place of occurrence.

  Furthermore, when a disaster as shown in FIG. 15 occurs, it can be determined whether or not the vehicle is buried in the earth and sand 500. That is, according to the system of the present embodiment, when the vehicle that has passed the point 1 does not pass the point 2, it can be determined that the vehicle may be buried in the earth and sand 500. Thereby, there exists an effect of being able to rescue the person who rides in the vehicle buried in the earth and sand 500 at an early stage. In this case, if the uplink information collecting apparatus is installed not only at two points but also at three or more points, it is possible to accurately specify the location where the vehicle is buried between the points.

  As described above, by applying the system of the present embodiment, it is possible to detect a road blockage due to earth and sand breakage and contact a road management department in a short time. Information on road blocking can be provided to a vehicle located upstream of the place where the road is blocked. Furthermore, it is possible to determine whether or not the vehicle is buried in the earth and sand at the place where the road is blocked.

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. In addition, various inventions can be formed by appropriately combining a plurality of components disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

The block diagram which shows the principal part of the road traffic information system regarding embodiment of this invention. The figure for demonstrating the outline | summary of the system regarding this embodiment. The figure for demonstrating the difference with the conventional system in the system regarding this embodiment. The flowchart for demonstrating operation | movement of the road traffic information system regarding this embodiment. The figure which shows an example of the information produced | generated by the uplink information processing part regarding this embodiment. The figure which shows an example of the information produced | generated by the uplink information processing part regarding this embodiment. The figure which shows an example of the calculation result of the delay determination time regarding this embodiment. The figure which shows an example of the delay determination result regarding this embodiment. The figure which shows an example of the calculation result of the average speed regarding this embodiment. The figure for demonstrating the determination operation | movement of the traffic congestion state regarding this embodiment. The figure for demonstrating the lane blockade determination operation | movement regarding this embodiment. The figure for demonstrating the lane blockade determination operation | movement regarding this embodiment. The figure for demonstrating the uplink miss process regarding this embodiment. The figure for demonstrating the application example of the system regarding this embodiment. The figure for demonstrating the application example of the system regarding this embodiment.

Explanation of symbols

1A, 1B ... Uplink information collecting device, 2 ... Vehicle, 3 ... Road,
4 ... Roadside processing device (road traffic determination device), 5 ... Uplink information processing unit,
5A ... Point 1 passage data processing block, 5B ... Point 2 passage data processing block,
5C ... Vehicle ID match determination block, 6 ... Lane blockade determination unit,
6A: Delay determination time calculation block, 6B: Delay determination block,
6C ... Lane blockage abnormality determination block, 7 ... Traffic jam determination unit,
7A: Inter-point passing speed calculation block, 7B: Average speed calculation block,
7C ... Traffic jam abnormality determination block, 9 ... Information display device, 10 ... Wireless communication device, 20 ... In-vehicle device,
300 ... Tunnel.

Claims (5)

Uplink information including information for identifying the vehicle is wirelessly communicated from an on-board device mounted on a vehicle traveling on the road, which is arranged on the road or in the vicinity of the first point and the second point. Information collecting means to collect;
Road traffic determination means for determining a traffic state on the road based on uplink information collected by the information collection means from vehicles passing through the first point and the second point;
The road traffic judging means is
A pre uplink required minimum predetermined number of vehicles is a parameter value that is set based on the probability of misses, the said uplink information the required minimum predetermined number of vehicles are collected continuously the Lane blockage determining means for determining that the lane between the first and second points is in a blocked state when it cannot be specified at the second point within the determination reference time after specifying at one point;
For each vehicle identified at the first and second points, a travel speed is calculated based on the transit time and travel distance from the first point to the second point, and the vehicle travels. An average speed is calculated from the speed, and when the average speed is slower than the determination reference speed, a traffic determination unit that determines that the lane between the first and second points is in a traffic jam state is included. Road traffic information system. The information collecting means collects the uplink information including anonymous identification information randomly generated from an on-vehicle device mounted on the vehicle,
The road traffic information system according to claim 1, wherein the road traffic determination means includes means for specifying each vehicle based on the anonymous identification information. The road traffic judging means is
The anonymous identification information collected at each of the first and second points by the information collecting means is collated to determine that each identified vehicle has passed between the first and second points. The road traffic information system according to claim 2, further comprising vehicle ID matching determination means.   Information providing means for providing the determination results determined by each of the lane blockage determining means and the traffic jam determining means via information display devices arranged at a plurality of designated points on or near the road. The road traffic information system according to any one of claims 1 to 3, further comprising: Uplink information including information for identifying the vehicle is wirelessly communicated from an on-board device mounted on a vehicle traveling on the road, which is arranged on the road or in the vicinity of the first point and the second point. An abnormality determination method for applying to a road traffic information system having information collecting means for collecting and determining an abnormal state of a traffic state on a road,
The minimum required number of vehicles that is a parameter value set in advance based on the probability of occurrence of an uplink error, and the minimum required number of vehicles for which the uplink information has been continuously collected If it is not possible to specify at the second point within the reference time after specifying at one point, it is determined that the lane between the first and second points is blocked,
For each vehicle identified at the first and second points, a travel speed is calculated based on the transit time and travel distance from the first point to the second point, and the vehicle travels. An abnormality determination method comprising: calculating an average speed from a speed, and executing a procedure for determining that the lane between the first and second points is in a traffic jam state when the average speed is slower than a determination reference speed. .

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