JP5182551B2 - Transportation system and device - Google Patents

Description

  The present invention relates to a traffic system for acquiring a road traffic situation, and more specifically, to a method for determining whether a vehicle has stopped at a red light.

In a conventional traffic control system, an ultrasonic vehicle sensor (see Patent Document 1), a far-infrared vehicle sensor (see Patent Document 2), or an image processing vehicle sensor (Patent Document 3) on a road. ), And measured traffic volume, occupancy time, vehicle travel speed and traffic jam length on the road.
In addition, a vehicle number reading device (see Patent Document 4) for reading the license plate of the vehicle is installed at two points apart, and the travel time between the two points can be determined by checking the vehicle number at these two points. Measurement methods have also been used.

JP 60-078373 A1 Japanese Patent No. 3719438 Japanese Patent No. 3833426 JP-A-3-265999

  In this way, when measuring the traffic flow on the road, it is possible to acquire the traffic volume, occupied time, etc., and to acquire the travel time between two separate points, but each vehicle is red-lighted. There was no method for directly and automatically measuring whether or not the operation was stopped.

  For example, when the bus priority control for preferentially driving the bus on the route on which the bus travels is performed, the priority control allows the number of bus stops while traveling on the route to be compared to before the priority control is performed. If the traffic investigator actually gets on the bus and counts the number of times it stops at the red light, or installs an expensive drive recorder, It was necessary to collect and analyze the detailed driving history information of the bus recorded in the drive recorder.

  In particular, in the case of a method using a drive recorder, it is estimated whether the bus has stopped due to a red signal or due to other factors by comparing the travel point and travel time included in the collected travel history information with the operation history of the traffic light. There is a problem that it is very time-consuming.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a traffic system that can easily and automatically measure whether or not each vehicle has stopped at a red signal.

A traffic system according to a first aspect of the present invention includes two road transceivers installed on a road, and an in-vehicle device that is mounted on a vehicle traveling on the road and performs road-vehicle communication with the road transceiver. And a signal stop judging means for judging whether or not the vehicle is stopped by a red signal of a traffic light installed between the installation points of the two road transceivers geographically, wherein the signal display of the traffic light Signal display history information acquisition means for acquiring history, and uplink reception time acquisition means for acquiring times when the two road transceivers respectively received uplink information from the in-vehicle device, the signal stop determination means Is based on the distance between the traffic signal and each of the two road transceivers, the signal display history information, and the uplink reception time, the vehicle stops at a red signal of the traffic light. You determine whether or not.

According to the present invention, since the time at which each vehicle performs road-to-vehicle communication with a known road transceiver installed at a point before and after passing through the traffic light is used, the reception time and the signal display of the traffic light are displayed. Based on the history, it is possible to automatically determine whether or not the traffic light has stopped at the red signal.
In this case, it is preferable to use a communication device whose communication area is limited to some extent, such as an optical beacon or a radio beacon, as a road transceiver. When the communication area is wide, it becomes difficult to accurately determine the state of the traffic signal at the time of passing through the traffic signal installation point because the variation in the travel position of the vehicle when the uplink information is received by road-to-vehicle communication increases. It is because it becomes.
In addition, an optical beacon or the like does not need to be newly installed for the present traffic system, and an existing one installed for providing traffic information can be used.

Further, the signal stop determination means has an operation history diagram creation function for creating an operation history diagram in which the vertical axis is time and the horizontal axis is a distance from a certain point on the road. On each road, the two road transceivers and the traffic lights are allocated on the road according to the installation points, and the reception times when the two road transceivers receive the uplink information from the vehicle are respectively assigned to the horizontal axes. Plotting as an uplink reception point at a corresponding location in the vertical axis direction of the transceiver, and describing the signal display history of the traffic signal in the vertical axis direction of the traffic signal assigned to the horizontal axis, the signal Stop determination means determines whether the vehicle has stopped at the red signal of the traffic light according to the traffic signal display at the intersection of the straight line connecting the uplink reception points and the signal display history of the traffic light. Or the not good if it is determined.

If no traffic lights are installed on the way, it can be estimated that the vehicle has traveled as indicated by a straight line connecting the uplink reception points. Therefore, the traffic light at the intersection of this straight line and the signal display history is red. If it is a signal, it can be determined that it has stopped at this traffic light. On the other hand, if it is a green signal, it can be determined that it has passed through this traffic light.
Here, in order to clarify the contents of the invention, it is described as a procedure for creating and judging an operation history diagram, but actually it is not always necessary to draw an operation history diagram, and it has an operation history diagram creation function. The function of executing only a series of arithmetic processing also corresponds to the operation history diagram creation function here.
That is, a first distance that is a distance between an upstream roadside transceiver that receives uplink information from an in-vehicle device and a signal device, and a downstream that receives uplink information from the signal device and then the in-vehicle device. When the second distance, which is the distance between the side road transceiver, is stored in advance, and it is assumed that the vehicle equipped with the in-vehicle device travels between the two road transceivers at a constant speed. From the reception time of the uplink information in each of the two road transceivers and the first and second distances, the time when the vehicle loaded with the in-vehicle device arrives at the installation point of the traffic signal is determined, and the time at the time What is necessary is just to have a calculation function of determining whether or not the vehicle has stopped at a red signal according to the display of the traffic light.

In this case, if the crossing point corresponds to a time within a predetermined time from the red signal display start time of the traffic light, it may be determined that the vehicle has not stopped at the red light of the traffic light (Claim 1). .
If the vehicle stops immediately before the traffic light immediately after the start of the red traffic light, it has stopped for a relatively long time until the traffic light changes to a green traffic light, so uplink reception at the two road transceivers on the operation history chart The time is far away, and the intersection of the straight line connecting the uplink reception points and the signal display history is always after a predetermined time from the start of the red signal display.
Therefore, if the crossing point is within a predetermined time from the red signal display start time, it is more appropriate to determine that the traffic light has passed before changing to a red signal.
The predetermined time here may be, for example, a length of about 10% (for example, 6 seconds) of the entire display time of the red signal (for example, 60 seconds), or may be fixedly 5 seconds. good.
In the above method, the vehicle equipped with the vehicle-mounted device is connected to the one road transceiver at the uplink reception time in one road transceiver installed in front of the traffic signal of the two road transceivers. Of the two road transmitters / receivers of the other road transmitter / receiver installed farther than the traffic signal while maintaining a constant traveling speed. Assuming that the vehicle has passed the installation point of the road transceiver, the display of the traffic signal at the time of passing the traffic signal installation point is obtained from the signal display history of the traffic signal, and the vehicle responds according to the display of the traffic signal. When it is configured to determine whether or not the traffic light has stopped at a red signal, the time when the traffic signal passes through the installation point of the traffic light is from the time when the traffic light is displayed red. If applicable to the time within the constant time, the vehicle is the same as a call determines that did not stop at a red light of the traffic light, without drawing operation history view, the method of performing the same operation process Equivalent to.

In addition, the crossover point is within the red signal display period of the traffic light, and the uplink reception time in one road transceiver that performs road-to-vehicle communication after the vehicle passes through the installation point of the traffic light is the red signal display period. When the vehicle is within the range, it can be determined that the vehicle has not stopped due to a red light of the traffic light (Claim 2).
If the vehicle stops at the red signal of the traffic light, at least the traffic signal has not passed through until the traffic light changes to a green signal. Uplink reception time must be after a green light change. Therefore, if the uplink reception time is within the red signal display period including the crossing point, it is necessary to consider that the traffic signal has passed the traffic signal installation point before changing to a red signal.
According to these inventions, it is possible to make the stop determination with a red signal even more accurate when the method using the intersection point with the straight line connecting the uplink reception points is used.
In the above method, the vehicle equipped with the vehicle-mounted device is connected to the one road transceiver at the uplink reception time in one road transceiver installed in front of the traffic signal of the two road transceivers. Of the two road transmitters / receivers of the other road transmitter / receiver installed farther than the traffic signal while maintaining a constant traveling speed. Assuming that the vehicle has passed the installation point of the road transceiver, the display of the traffic signal at the time of passing the traffic signal installation point is obtained from the signal display history of the traffic signal, and the vehicle responds according to the display of the traffic signal. When it is configured to determine whether or not the traffic light has stopped due to a red light, the time when the traffic light passes through the installation point of the traffic light is within the red light display period of the traffic light. Ri, and when the uplink reception time in the other road transceivers is within the red display period, the vehicle is the same as a call determines that did not stop at a red light of the traffic light, This is equivalent to a method of performing similar arithmetic processing without drawing an operation history diagram.
An apparatus including signal display history information acquisition means, uplink reception time acquisition means, and signal stop determination means in the first transportation system is also useful (Claim 3 ).

In addition, the second transportation system is mounted on a road transmitter / receiver installed on a road, a traffic signal installed on the road, and a vehicle traveling on the road. Whether or not the vehicle stops at a red signal of the traffic light at an installation point of the traffic light, including an in-vehicle device that performs communication and an average travel speed acquisition means that acquires an average vehicle travel average speed on the road Signal stop determination means for determining whether or not the traffic signal operation history information acquisition means for acquiring the operation history of the traffic signal and the time when the road transceiver received uplink information from the in-vehicle device Uplink reception time acquisition means, and the signal stop determination means includes a distance between the traffic light and the road transceiver, the acquired average vehicle traveling speed, and the traffic light operation history. And broadcast, on the basis of said uplink receiving time, the vehicle you determine whether stopped at a red light of the traffic light.

This second traffic system can be applied even if the road transceiver is installed only at one of the points before or after passing the traffic light.
In other words, using the time when each vehicle performed road-to-vehicle communication between the installed point and the known road transceiver before and after passing the traffic light and the average traveling speed of the vehicle, It is possible to automatically determine whether or not the traffic light has stopped at a red signal.
In this case, it is preferable to use a communication device whose communication area is limited to some extent, such as an optical beacon or a radio beacon, as a road transceiver. When the communication area is wide, it becomes difficult to accurately determine the state of the traffic signal at the time of passing through the traffic signal installation point because the variation in the travel position of the vehicle when the uplink information is received by road-to-vehicle communication increases. It is because it becomes.
In addition, an optical beacon or the like does not need to be newly installed for the present traffic system, and an existing one installed for providing traffic information can be used.

In this case, the signal stop determination means has an operation history diagram creation function for creating an operation history diagram in which the vertical axis represents time and the horizontal axis represents the distance from a certain point on the road. A vertical axis of the road transceiver, wherein the road transceiver and the traffic signal are allocated on the axis according to the installation point, and the reception time when the road transceiver receives uplink information from the vehicle is assigned to the horizontal axis. Plotting as an uplink reception point at a corresponding place in the direction, and describing the signal display history of the traffic signal in the vertical direction of the traffic signal assigned to the horizontal axis, the signal stop determination means, In response to the traffic signal display at the intersection of the straight line having the slope according to the average vehicle traveling speed acquired through the uplink reception point and the signal display history of the traffic signal, the vehicle moves forward. It is not preferable to determine whether or not to stop at a red light of the traffic light.

  If the vehicle is not installed with a traffic light, it can be estimated that the vehicle has traveled as indicated by a straight line corresponding to the obtained average travel speed. Therefore, the traffic light at the intersection of this straight line and the signal display history is red. If it is a signal, it can be determined that it has stopped at this traffic light. On the other hand, if it is a green signal, it can be determined that it has passed through this traffic light.

  As described above, according to the traffic system of the present invention, it is possible to accurately determine whether or not each vehicle has stopped at a red light, and the number of stops of the vehicle is automatically measured without depending on human hands. It becomes possible.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic diagram showing an outline of equipment arrangement of a traffic system according to the present invention, and traffic lights 1A, 1B,... Installed at each intersection and optical beacons 2A, 2B,. The vehicle C traveling on the road and the vehicle-mounted device 6 mounted on the vehicle C are included.

[Overall system configuration]
Signals 1A, 1B,... Are installed at the respective intersections, and have a function of controlling the lighting of the signal lamps and the like in order to display the right of passage for the vehicle C traveling on the road R. The traffic signal controllers of these traffic lights 1A, 1B,... Are connected to the central device 5 installed in the traffic control center via a communication line, and in the signal control command information transmitted from the central device 5 The signal lamp is controlled by the instructed cycle length or offset.

In general, signal control command information indicating a control method in one cycle is transmitted every cycle from the central device 5 to each of the traffic lights 1A, 1B,. A one-cycle signal control plan is created according to the command information, and the signal lamp is controlled according to the signal control plan.
Further, the traffic lights 1A, 1B,... Transmit transmission history information, operation state information, and the like to the central device 5 as needed, and the central device 5 transmits each traffic light 1A based on the execution history information and operation state information. 1B .. is monitoring whether or not it is operating correctly.

Further, optical beacons 2A, 2B,... Are installed on the road R, and have a function of performing road-to-vehicle communication with the in-vehicle device 6 mounted on the vehicle C traveling on the road R.
These optical beacons 2 </ b> A, 2 </ b> B,... Have a function of transmitting traffic jam information and travel time information according to uplink information transmitted from the in-vehicle device 6.
In the uplink information, a vehicle ID normally assigned to each individual vehicle C is stored.

The optical beacons 2A, 2B,... Are also connected to the central device 5 installed in the traffic control center via a communication line, and immediately transmit the uplink information including the received vehicle ID to the central device 5.
In addition, the latest traffic jam information and travel time information can be periodically received from the central device 5 and stored in a memory or the like. Then, the stored traffic jam information and the like are transmitted to the vehicle C.

[Basic operation of central device 5]
First, the basic operation of the central device 5 will be described with reference to FIG.

The central device 5 transmits / receives information to / from the traffic lights 1A, 1B,... Via the communication line by the transmission unit 501 and the reception unit 502.
And the signal control command information created by the signal control command creating means 521 is created and transmitted to each of the traffic signals 1A, 1B,... Each traffic light 1 that has received the signal control command information creates a signal control plan, and controls the signal lamp based on the signal control plan.

Here, vehicle detectors (not shown) are installed on the roads such as the road R at predetermined intervals to measure the traffic flow on the road R and the like, and the number of vehicles passing through and the time of occupation are detected. Information is transmitted to the signal control device 5 as needed. The traffic condition acquisition means 531 collects the sensor information and stores it in the traffic information database 532, and calculates the saturation and load factor of each route at the intersection using these sensor information.
The signal control command creating means 521 determines the split (blue time) and cycle length to be given to each route at each intersection according to the calculated load factor and the like, and then based on the determined items. Create signal control command information.

  The stop count acquisition unit 511 has a function of creating an operation history diagram (FIG. 3) from the execution operation history information received by the reception unit 502 from each traffic light. FIG. 3 is an operation history diagram displaying operation histories of signals of four traffic lights 1A to 1D installed continuously.

In this operation history diagram, the vertical axis is time, the horizontal axis is distance, and traffic lights 1A to 1D are assigned in order on the horizontal axis according to the distance between intersections where each traffic signal is installed. Then, the display states of the traffic lights 1A to 1D at each intersection are drawn in the direction of the vertical axis of each intersection. In this figure, the time zone of the red signal is indicated by a thick line (the blank time zone other than the thick line is a blue signal or a yellow signal).
Next, the optical beacons 2A to 2D are assigned to this operation history diagram according to their installation positions. Then, the uplink information including the vehicle ID of the vehicle C is plotted on the operation history diagram according to the time when each optical beacon is received.
Based on the operation history diagram, the stop count acquisition unit 511 determines whether or not the vehicle C assigned with a certain vehicle ID has stopped at a red signal of each traffic light as follows.

First, when uplink information including the same vehicle ID is received, the reception time of the uplink information is plotted on the operation history diagram (hereinafter, the plotted point is referred to as an uplink reception point).
Next, paying attention to the optical beacon 2A and the optical beacon 2B at the left end, it is determined whether or not the signal is stopped by the red signal of the traffic light 1A from the reception time at these.
Specifically, on the operation history diagram, the uplink reception points of the optical beacon 2A and the optical beacon 2B are connected by a straight line (see FIG. 4A).
Then, it is determined whether or not the connected straight line intersects with the red signal display time zone of the traffic light 1A (hereinafter referred to as a red display line).
As shown in FIG. 4 (a), the straight line connecting between the uplink reception points of the optical beacon 2A and the optical beacon 2B does not cross the red indicating line of the traffic light 1A, so the vehicle C does not stop at the traffic light 1A with a red signal. Can be judged.

  On the other hand, when the traffic light 1B is examined by the same method, the straight line connecting the uplink reception points of the optical beacon 2B and the optical beacon 2C intersects with the red indication line of the traffic light 1B (FIG. 4B). Can be determined to have stopped at the red light of the traffic light 1B.

  According to such a method, according to the time when uplink information was received from the same vehicle in an optical beacon installed immediately on both sides of a certain traffic light, and the time zone during which the traffic light was displaying a red signal, It becomes possible to determine whether or not the vehicle has stopped at a red traffic light.

For example, as shown in FIG. 5, even if the straight line connecting the uplink reception points of the optical beacon 2B and the optical beacon 2C intersects the red indicating line of the traffic light 1B, When crossing the portion immediately after the start, it may be considered that the vehicle has passed the intersection.
If it is stopped at the red signal of the traffic light 1B, the uplink reception time in the optical beacon 2C is at least a predetermined time after the display of the red signal of the traffic light 1B is completed. This is because it is more appropriate to think that the traffic light 1B has passed before the light beacon 2B has passed after the installation point of the optical beacon 2B.
In this case, when the crossing point of the straight line connecting the red display line and the uplink reception point is less than 10% of the total display time of the red time since the start of the red signal What is necessary is just to judge that it did not stop by the red signal of the said traffic light. Further, when crossing within a predetermined time (for example, within 3 seconds) from the start of the red signal, it may be determined that the red signal did not stop.

Further, as shown in FIG. 5, when the reception time of the uplink information in the optical beacon 2C is earlier than the end time of the red signal of the traffic light 1B, it always passes through the traffic light 1B before the start of the red signal. Therefore, regardless of the position of the crossing point of the straight line connecting the red line and the uplink reception point, the signal of the traffic light 1B depends on the reception time of the uplink information in the optical beacon 2C passing after the traffic light 1B. You may make it judge whether it stopped by the red signal.
[Modification of stop judgment method with red light]

  For example, as shown in FIG. 6, when the optical beacon 2C does not receive the uplink information because the road-to-vehicle communication fails in the optical beacon 2C or the vehicle travels in the lane where the optical beacon head is not installed. If the light beacon 2C is not installed in the first place, it is determined as follows whether the vehicle C has stopped due to a red light from the traffic light 1B.

First, the average traveling speed of the vehicle on the road R including the traffic light 1B is obtained.
Specifically, when a vehicle sensor capable of measuring speed is installed on the road R, the average speed of the vehicle measured in that time zone is obtained. In addition, when a vehicle detector that does not directly measure the speed is installed, the average traveling speed can be calculated from the traffic volume or occupation time measured by the vehicle detector. Moreover, you may use simply the average traveling speed memorize | stored previously according to a time slot | zone.
Next, an estimated traveling locus of the vehicle C is drawn on the operation history diagram from the obtained average traveling speed. Specifically, as shown in FIG. 7A, a straight line having an inclination corresponding to the average traveling speed is drawn on the operation history diagram so as to pass through the uplink reception point in the optical beacon 2B.
Then, it is determined whether or not the drawn straight line intersects the red display line of the traffic light 1B.

According to FIG. 7A, since the straight line intersects with the red line of the traffic light 1B, it can be determined that the vehicle C has stopped at the red light of the traffic light 1B.
Similarly, for the traffic light 1C, a straight line having an inclination corresponding to the average traveling speed is drawn on the operation history diagram so as to pass through the uplink reception point in the optical beacon 2D, and the straight line indicates redness of the traffic light 1C. It is determined whether or not to cross the line (see FIG. 7B).
According to FIG.7 (b), since the said straight line does not cross the red showing line of the traffic light 1C, it can be judged that the vehicle C did not stop by the red signal of the traffic light 1C.

Since the uplink reception points can be acquired by the optical beacons 2B and 2D, simply connect these two points with a straight line, and check whether the straight line intersects the red indication lines of the traffic lights 1B and 1C. Each method may be determined (see FIG. 8A).
In this case, it can be understood that the signal crosses the red signal display time zone of the traffic light 1B on the upstream side first. Therefore, in the determination at the traffic light 1C, the uplink reception in the optical beacon 2D starts from the point where the red present line of the traffic light 1B ends. The points may be connected with a straight line, and it may be determined whether or not the straight line intersects with the red display line of the traffic light 1C (see FIG. 8B).
After the vehicle C stops at the red light of the traffic light 1B, the traffic light 1B departs from the intersection where the traffic light 1B is installed after the traffic light 1B switches to the green light. become able to.

  Thus, even if the uplink reception points before and after the traffic light are not measured, or even if no optical beacon is installed at the front or back of the traffic signal, using the average traveling speed, It can be determined whether or not the vehicle C has stopped.

By using the method as described above, at the intersection of each traffic signal managed by the central device 5, how many vehicles have stopped at the red light displayed at a certain point in time, and each vehicle averages on the route. It will be possible to automatically measure how many times the red light has stopped.
For example, by calculating the average number of stops of a plurality of vehicles that have passed the road R in 5 minutes, the average number of stops waiting for traffic lights with a red signal is determined for each time period, and the number of stops is determined by traffic signal control. It can be used as one of the indexes indicating the control effect.

  In addition, if bus priority control is carried out on the route including this road R, by obtaining the average number of stops of the bus from the reception time of the uplink information including the vehicle ID assigned to the bus, By looking at changes in the number of bus stops before and after performing bus priority control on the route, it is possible to accurately grasp whether or not the control effect by bus priority control is obtained as expected.

  In addition, the central apparatus 5, the traffic signal device, the vehicle-mounted device, and the like in the present invention may be realized by a single casing or may be realized by a combination of a plurality of casings. Each of these may be realized by one computer or may be realized by combining a plurality of computers.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
For example, in the embodiment shown here, in order to clarify the contents of the invention, the procedure for executing the determination process after creating the operation history diagram has been described, but the operation history diagram is not actually drawn. Also good.
That is, instead of drawing an operation history diagram, only a series of arithmetic processes that would be executed if an operation history diagram was drawn may be executed.
The stop frequency acquisition means may be provided in the central device, or may be provided in a road device such as a traffic signal or an optical beacon.

It is a schematic diagram which shows the outline | summary of apparatus arrangement | positioning of the traffic system which concerns on this invention. 3 is a diagram illustrating an example of a functional configuration of a central device 5. FIG. It is a figure which shows an example of an operation | movement log diagram. In an operation history diagram, it is a figure which shows the stop determination method by the red signal of a traffic light. In an operation history diagram, it is a figure which shows the exceptional method of the stop determination by the red signal of a traffic light. It is a figure which shows an example of an operation | movement log diagram. In an operation history diagram, it is a figure showing a modification of a stop judging method by a red signal of a traffic light. In an operation history diagram, it is a figure showing a modification of a stop judging method by a red signal of a traffic light.

Explanation of symbols

1A to 1D Traffic Signals 2A to 2D Optical Beacon 5 Central Device 6 On-board Unit 501 Transmission Unit 502 Reception Unit 511 Stop Count Acquisition Unit 521 Signal Control Command Creation Unit 531 Traffic Condition Acquisition Unit 532 Traffic Information Database

Claims (3)

Two on-road transceivers installed on the road,
An in-vehicle device mounted on a vehicle traveling on the road and performing road-to-vehicle communication with the road transceiver;
A traffic system having signal stop determination means for determining whether or not the vehicle has stopped due to a red signal of a traffic light installed between the installation points of the two on-road transceivers geographically,
Signal display history information acquisition means for acquiring a signal display history of the traffic light;
Uplink reception time acquisition means for acquiring times when the two road transceivers respectively received uplink information from the in-vehicle device,
The signal stop determination means is
It has an operation history diagram creation function that creates an operation history diagram with the vertical axis as the time and the horizontal axis as the distance from a certain point on the road,
The operation history diagram is
Assign the two road transceivers and the traffic lights on the horizontal axis according to their installation points,
Plotting the reception time at which the two road transceivers received uplink information from the vehicle as uplink reception points at corresponding locations in the vertical axis direction of the road transceivers allocated to the horizontal axis, respectively.
In the vertical axis direction of the traffic signal assigned to the horizontal axis, the signal display history of the traffic signal is described,
The signal stop determination means is
The vehicle is configured to determine whether or not the vehicle has stopped at a red signal of the traffic light according to a traffic light display at an intersection of a straight line connecting the uplink reception points and the signal display history of the traffic light. And
The traffic system according to claim 1, wherein when the crossing point corresponds to a time within a predetermined time from a red signal display start time of the traffic light, the vehicle is determined not to stop at the red light of the traffic light. Two on-road transceivers installed on the road,
An in-vehicle device mounted on a vehicle traveling on the road and performing road-to-vehicle communication with the road transceiver;
A traffic system having signal stop determination means for determining whether or not the vehicle has stopped due to a red signal of a traffic light installed between the installation points of the two on-road transceivers geographically,
Signal display history information acquisition means for acquiring a signal display history of the traffic light;
Uplink reception time acquisition means for acquiring times when the two road transceivers respectively received uplink information from the in-vehicle device,
The signal stop determination means is
It has an operation history diagram creation function that creates an operation history diagram with the vertical axis as the time and the horizontal axis as the distance from a certain point on the road,
The operation history diagram is
Assign the two road transceivers and the traffic lights on the horizontal axis according to their installation points,
Plotting the reception time at which the two road transceivers received uplink information from the vehicle as uplink reception points at corresponding locations in the vertical axis direction of the road transceivers allocated to the horizontal axis, respectively.
In the vertical axis direction of the traffic signal assigned to the horizontal axis, the signal display history of the traffic signal is described,
The signal stop determination means is
The vehicle is configured to determine whether or not the vehicle has stopped at a red signal of the traffic light according to a traffic light display at an intersection of a straight line connecting the uplink reception points and the signal display history of the traffic light. And
The crossing point is within the red signal display period of the traffic light, and the uplink reception time in one road transceiver that performs road-to-vehicle communication after the vehicle has passed the installation point of the traffic signal is within the red signal display period. In some cases, it is determined that the vehicle has not stopped due to a red light of the traffic light. An apparatus comprising signal display history information acquisition means, uplink reception time acquisition means, and signal stop determination means in the traffic system according to claim 1 or 2 .

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