JP7237634B2 - Traffic communication systems, base stations and vehicles - Google Patents

Description

The present invention relates to traffic communication systems, base stations and vehicles.

Conventionally, in an intelligent transport system (for example, ITS: Intelligent Transport System), a technique for communicating between a roadside unit, which is a base station provided around a road, and a vehicle has been proposed (for example, Non-Patent Document 1 reference).

Association of Radio Industries and Businesses, ``700MHz Band Intelligent Transport System ARIB-STD T109 Version 1.3'', [online], July 27, 2017, [searched on June 22, 2018], Internet http ://www. arib. or. jp/tyosakenkyu/kikaku_tushin/tsushin_kikaku_number. html

Conventional ITS aims to reduce traffic accidents for vehicles such as automobiles traveling on general roads. not considered.

For this reason, the conventional ITS has room for improvement in providing traffic assistance at intersections (for example, railroad crossings) where general roads and exclusive roads intersect.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a traffic communication system, a base station, and a vehicle that support traffic at intersections where general roads and exclusive roads intersect.

A traffic communication system according to a first aspect controls a traffic safety device provided at an intersection where a vehicle intersects a general road on which the vehicle travels and a dedicated road on which a specific vehicle having priority over the vehicle intersects. and a base station. The base station transmits to the vehicle a message including an information element indicating that the intersection exists and an information element indicating whether or not the traffic signal for the general road is provided as the traffic safety device. . The vehicle has a communication unit that receives the message, and a control unit that determines whether the vehicle needs to stop before entering the intersection based on the message.

A base station according to a second aspect controls a traffic safety device provided at an intersection where a general road on which a vehicle travels and a dedicated road on which a specific vehicle having priority over the vehicle intersects. The base station transmits to the vehicle a message including an information element indicating that the intersection exists and an information element indicating whether or not the traffic signal for the general road is provided as the traffic safety device. A transmitter is provided.

A vehicle according to a third aspect includes a base station that controls a traffic safety device provided at an intersection where a general road on which the vehicle travels and a dedicated road on which a specific vehicle that has priority over the vehicle intersects. a communication unit for receiving a message including an information element indicating the presence of an intersection and an information element indicating whether or not the traffic signal for general roads is provided as the traffic safety device; and based on the message, and a control unit for determining whether the vehicle needs to stop before entering the intersection.

ADVANTAGE OF THE INVENTION According to one aspect of the present invention, it is possible to provide a traffic communication system, a base station, and a vehicle that provide traffic support at an intersection where a general road and a dedicated road intersect.

It is a figure which shows the 1st structural example of the traffic communication system which concerns on one Embodiment. It is a figure which shows the 2nd structural example of the traffic communication system which concerns on one Embodiment. 1 is a diagram showing the configuration of a rail vehicle according to one embodiment; FIG. FIG. 2 is a diagram showing the structure of a message transmitted by a railroad vehicle according to one embodiment; FIG. It is a figure which shows the structure of the roadside unit which concerns on one Embodiment. FIG. 4 is a diagram showing the structure of a message transmitted by a roadside device according to one embodiment; It is a figure showing composition of vehicles concerning one embodiment. It is a figure which shows the operation example of the traffic communication system which concerns on one Embodiment.

Embodiments will be described with reference to the drawings. In addition, in the following description of the drawings, the same or similar reference numerals are given to the same or similar parts.

(Traffic communication system)
FIG. 1 is a diagram showing a first configuration example of a traffic communication system according to one embodiment.

As shown in FIG. 1, the traffic communication system according to one embodiment has a track 110 on which railroad vehicles 10 travel, and a general road 120 on which vehicles 20 and passerby terminals 30 travel. 120 intersect at railroad crossing 150 . A roadside unit 40 is installed around the railroad crossing 150 .

The railway vehicle 10 is an example of a specific vehicle that is given priority over mobile stations (the vehicle 20 and the passer-by terminal 30) traveling on the general road 120. FIG. A train is composed of a plurality of connected railway vehicles 10 (10a, 10b, . . . ). In one embodiment, an example in which the specific vehicle is the railroad car 10 will be described, but the specific vehicle may be any vehicle belonging to public transportation (for example, a bus), an autonomous vehicle, or the like.

The railroad track 110 is an example of a dedicated road on which a specific vehicle travels. In FIG. 1, the double-track line 110 composed of two lines 110a and 110b is illustrated, but the line 110 may be a single-line line composed of only one line. A train composed of a plurality of railroad cars 10 (railroad cars 10a, 10b, .

Vehicle 20 is an example of a mobile station traveling on general road 120 . Although a four-wheeled motor vehicle is illustrated as the vehicle 20 in FIG. 1, the vehicle 20 may be a two-wheeled motor vehicle, a three-wheeled motor vehicle, or the like. Also, although two vehicles 20 (20a and 20b) are illustrated, the number of vehicles 20 may be three or more.

The passerby terminal 30 is another example of a mobile station passing through the general road 120 . The passer-by terminal 30 may be any terminal as long as it is a passer-by terminal, and is, for example, a smart phone, a tablet terminal, or a wearable terminal.

Regarding bicycles, when using a communication device mounted on a bicycle, the bicycle is classified as a vehicle 20, and when using a terminal owned by a bicycle driver, the terminal is classified as a passer-by terminal 30. You may

The general road 120 is a road for automobiles, bicycles, pedestrians, and the like. Although FIG. 1 illustrates a two-lane general road 120 having two lanes 120a and 120b, the general road 120 may be a one-way road consisting of only one lane, or may have three or more lanes. It may be a road consisting of two lanes. In addition, the general road 120 has a side strip 120c through which a passerby (passerby terminal 30) passes.

Railroad crossing 150 is an example of an intersection where a general road and a dedicated road intersect (specifically, a level crossing). The railroad crossing 150 is sometimes called a railroad crossing. A railroad crossing 150 is provided with a traffic safety device.

The traffic safety device provided at the railroad crossing 150 is sometimes called a railroad crossing safety device. FIG. 1 shows an example in which railroad crossing warning devices 130 (130a and 130b) and railroad crossing barriers 140 (140a and 140b) are provided as traffic safety devices, but railroad crossing barriers 140 are not necessarily provided. may

The railroad crossing warning device 130 is a device for notifying pedestrians and vehicle drivers passing through the general road 120 of the existence of the railroad crossing 150 and for stopping road traffic by warning with sound and light when a train is approaching. is.

The railroad crossing barrier 140 is a device for restricting traffic on the general road 120 in order to give priority to train traffic. The railroad crossing barrier 140 has a barrier rod and a mechanism for raising and lowering the barrier rod.

The roadside device 40 is an example of a base station that controls traffic safety devices. The roadside unit 40 wirelessly communicates with the railroad vehicle 10 traveling on the track 110 and wirelessly communicates with mobile stations (the vehicle 20 and the passer-by terminal 30) traveling on the general road 120 . When a train is composed of a plurality of railroad vehicles 10, the leading railroad vehicle 10 of the plurality of railroad vehicles 10 is provided with a communication function, and the roadside unit 40 performs wireless communication with the leading railroad vehicle 10. good too. In addition, the roadside device 40 communicates with the railroad crossing warning device 130 and the railroad crossing gate 140 by wire or wirelessly.

FIG. 2 is a diagram showing a second configuration example of the traffic communication system according to one embodiment.

As shown in FIG. 2 , in the second configuration example, the traffic safety device provided at the railroad crossing 150 has a traffic signal 160 for the general road 120 instead of the railroad crossing warning device 130 and the railroad crossing gate 140 .

The traffic signal 160 is a device that displays signals such as permission to proceed and instructions to stop in order to ensure traffic safety on the general road 120 or to smoothen the flow of traffic. In FIG. 2, a traffic signal 160a provided on one lane 120a side of the general road 120 and a traffic signal 160b provided on the other lane 120b side of the general road 120 are illustrated. The roadside device 40 controls the traffic signal 160 by communicating with the traffic signal 160 by wire or wirelessly.

Article 33, Paragraph 1 of the Road Traffic Law (enforcement date: April 1, 2018) stipulates, "When vehicles, etc., are going to pass through a railroad crossing, (hereinafter the same shall apply in this section)) and must proceed only after confirming that it is safe, provided that the traffic signal indicates When following the signal, you may proceed without stopping just before the railroad crossing."

Therefore, in configuration example 2, when the traffic signal 160 displays a signal for permitting the vehicle to proceed, the vehicle 20 does not need to stop temporarily before entering the railroad crossing 150 . On the other hand, in Configuration Example 1 shown in FIG. are required to make a temporary stop before entering the railroad crossing 150 .

(Railway vehicle)
FIG. 3 is a diagram showing the configuration of the railcar 10 according to one embodiment. As shown in FIG. 3 , the railcar 10 has a communication unit 11 , a GNSS (Global Navigation Satellite System) receiver 12 , a driving unit 13 and a control unit 14 .

The communication unit 11 may conform to the ARIB T109 standard, or may conform to the V2X (Vehicle to Everything) standard defined by 3GPP (3rd Generation Partnership Project). The communication unit 11 may perform road-to-vehicle communication, or may perform vehicle-to-vehicle communication. In the 3GPP V2X standard, inter-vehicle communication is also called sidelink communication.

The communication unit 11 is configured by a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the baseband signal (received signal) to the control unit 14 . The wireless communication module converts a baseband signal (transmission signal) output by the control unit 14 into a wireless signal and transmits the wireless signal from an antenna.

The communication unit 11 has a function of performing carrier sense to determine whether a radio wave frequency (for example, 700 MHz band) is available, and may transmit a packet when the radio wave frequency is available. The communication unit 11 may transmit packets using the time and frequency assigned by a cellular base station (not shown). One message may be composed of one or more packets.

The GNSS receiver 12 performs positioning based on GNSS satellite signals and outputs position information indicating the current geographical position (latitude and longitude) of the railroad vehicle 10 to the control unit 14 .

The drive unit 13 has a motor as a power source, a power transmission mechanism, wheels, and the like, and drives the railcar 10 .

The control unit 14 is configured by a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 14 controls various functions of the railway vehicle 10 .

In one embodiment, controller 14 generates message M1. The control unit 14 controls the communication unit 11 to transmit the generated message M1 to at least one of the roadside device 40 and the mobile station (vehicle 20 and passerby terminal 30).

The generation and transmission of the message M1 may be performed periodically, or may be performed at a timing determined to be transmittable by carrier sense or a timing in response to a request from the roadside device 40 . The message M1 can be sent by broadcast, groupcast (multicast) or unicast, but in the following it is mainly assumed that the message M1 is sent by broadcast.

FIG. 4 is a diagram showing the configuration of a message M1 transmitted by the railcar 10 (communication unit 11) according to one embodiment. The message M1 may be a message sent and received at layer 2 or layer 3 in the OSI reference model, or a message sent and received at the application layer.

As shown in FIG. 4, the message M1 includes an information element E11 indicating the vehicle type of the transmission source vehicle, an information element E12 indicating the location of the transmission source vehicle, an information element E13 indicating the vehicle speed of the transmission source vehicle, and an information element E13 indicating the vehicle speed of the transmission source vehicle. It has an information element E14 indicating the train length of the source vehicle (train) and an information element E15 indicating the traveling direction of the transmission source vehicle.

Specifically, the information element E11 is an information element indicating that the source vehicle is a railway vehicle. The information element E11 may be a 1-bit flag indicating whether or not the transmission source vehicle is a railway vehicle.

The information element E11 may be information that specifically indicates the type of railway vehicle (train), and such information may be further provided in the message M1. The type of railway vehicle (train) may be a type determined according to the length of the interval between stations, for example, a type such as rapid, semi-express, or local (local train). The type of railway vehicle (train) may be a type determined according to its use, such as a passenger car, a freight car, or a business car.

Information element E12 is GNSS location information. GNSS location information includes latitude and longitude. The GNSS location information may further include altitude.

The information element E13 is an information element indicating the speed obtained from the GNSS position information or the speed obtained from the speedometer of the railway vehicle 10 . The information element E13 may be an information element indicating acceleration in addition to velocity.

The information element E14 may be an information element indicating a specific direction in which the railroad vehicle (train) travels, or a rough travel direction of the railroad vehicle (train), such as an upward direction, a downward direction, or an outer route or an inner route. It may be an information element indicating

(Roadside machine)
FIG. 5 is a diagram showing the configuration of the roadside machine 40 according to one embodiment. As shown in FIG. 5 , the roadside device 40 has a communication section 41 and a control section 42 . The roadside device 40 may have a GNSS receiver for time synchronization. The roadside device 40 may have a communication interface for communicating with the railroad crossing warning device 130 and the railroad crossing gate 140 or a communication interface for communicating with the traffic signal 160 . The roadside device 40 may have a communication interface for communicating with the operation management system of the railroad vehicle 4 . The operation management system includes, for example, a train operation management system (commonly known as PTC: Programmed Traffic Control).

The wireless communication system of the roadside device 40 may conform to ARIB T109, may conform to the 3GPP V2X (Vehicle to Everything) standard, or may conform to the wireless LAN standard such as the IEEE802.11 series. The roadside device 40 may be an all-in type capable of supporting all of these communication standards. Note that the wireless communication method of the roadside unit 40 may conform to a standard other than the 3GPP V2X standard in order to communicate with the operation management system. In order to communicate with the operation management system, the roadside unit 40 may be compatible with a wired communication system.

Communication unit 41 includes a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the baseband signal to the control unit 42 . The wireless communication module converts a baseband signal (transmission signal) output by the control unit 42 into a wireless signal and transmits the wireless signal from an antenna.

The communication unit 41 may have a function of performing carrier sense and determining whether a radio wave frequency (for example, 700 MHz band) is available. The communication unit 41 transmits packets at timing determined by the control unit 42 . One message may be composed of one or more packets.

The communication unit 41 may perform road-to-vehicle communication. The packet contains identification information used to identify the transmission source, synchronization information indicating the synchronization method for the roadside unit 40, packet transmission time, period information indicating the period of road-to-vehicle communication (for example, the number of transfers of road-to-vehicle communication, road-to-vehicle communication period), etc.

The communication unit 41 receives a message M1 (see FIG. 4) from the railroad vehicle 10. FIG.

The control unit 42 is configured by a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 42 stores position information indicating the geographical position of the railroad crossing 150 in advance. As the positional information of the railroad crossing 150, the positional information obtained by the GNSS receiver of the roadside device 40 may be used. The control unit 42 controls various functions of the roadside unit 40 .

The control unit 42 may acquire train detection information from a vehicle sensor provided on the roadside of the track 110 and detect the approach of the railway vehicle 10 to the railroad crossing 150 based on the acquired train detection information. However, when the communication distance of the communication unit 41 is long, the approach of the railway vehicle 10 to the railroad crossing 150 may be detected based on the message M1 received by the communication unit 41 . In this case, the control unit 42 may detect the approach of the railway vehicle 10 to the railroad crossing 150 by receiving the message M1.

First, based on the message M1, the control unit 42 confirms that the transmission source of the message M1 is the railway vehicle 10 (information element E11), and also confirms the current position of the railway vehicle 10 (information element E12). Here, it is assumed that the current position of the railcar 10 (information element E12) indicates the head position of the train. Also, the control unit 42 confirms the speed of the railway vehicle 10 (information element E13). However, if the message M1 can be received periodically, the control unit 42 may calculate the velocity from the periodic position (information element E12).

The control unit 42 calculates the distance between the leading position of the railroad vehicle 10 and the position of the railroad crossing 150 , and calculates the timing at which the railroad vehicle 10 reaches the railroad crossing 150 based on the speed of the railroad vehicle 10 . Then, the control unit 42 determines a timing that is a predetermined time before the calculated arrival timing as the timing to start prohibiting the mobile station (the vehicle 20 and the passerby terminal 30) from entering the railroad crossing 150. FIG.

Secondly, the control unit 42 prohibits the mobile station (vehicle 20 and passerby terminal 30) from entering the railroad crossing 150 at the timing when the approach of the railway vehicle 10 to the railroad crossing 150 is detected or at the determined start timing. control the traffic safety device to For example, the control unit 42 controls the railroad crossing warning device 130 to start a warning operation, and controls the railroad crossing gate 140 to start a blocking operation (case of configuration example 1). Alternatively, the control unit 42 controls the traffic signal 160 to display a stop signal (case of configuration example 2).

Third, the control unit 42 detects that the railway vehicle 10 has passed the railroad crossing 150 based on the message M1. When the distance between the current position of the railroad vehicle 10 (information element E12) and the position of the railroad crossing 150 exceeds a threshold value, or the message M1 cannot be received from the railroad vehicle 10, the control unit 42 stops the railroad vehicle 10. 10 passing a railroad crossing 150 may be detected.

Fourthly, when the control unit 42 detects that the railroad vehicle 10 has passed the railroad crossing 150, the control unit 42 cancels the prohibition of the mobile station (vehicle 20 and passerby terminal 30) from entering the railroad crossing 150. to control. For example, the control unit 42 controls the railroad crossing warning device 130 to stop the warning operation, and controls the railroad crossing barrier device 140 to start the operation to cancel the blocking state (case of configuration example 1). Alternatively, the control unit 42 controls the traffic signal 160 to display a progress signal (progress permission signal) (case of configuration example 2).

When receiving the message M1, the control unit 42 may wirelessly transmit a message indicating that the roadside unit 40 has received the message M1 to the operation management system. The message indicating that the roadside device 40 has received the message M1 includes the identifier of the roadside device 40, at least one of the information elements constituting the message M1, the time when the message M1 was received, and the communication radio wave intensity when the message M1 was received. At least one of them may be included. By receiving the message indicating that the roadside device 40 has received the message M1, the operation management system can easily check whether the roadside device 40 or the traffic communication system including the roadside device 40 is functioning normally. become.

The control unit 42 also controls the communication unit 41 to generate a message M2 and transmit the generated message M2 to the mobile stations (vehicle 20 and passerby terminal 30). The generation and transmission of message M2 may be periodic. The message can be sent by broadcast, groupcast (multicast) or unicast, but in the following we mainly assume that the message M2 is sent by broadcast.

FIG. 6 is a diagram showing the configuration of the message M2 transmitted by the roadside device 40 (communication unit 41) according to one embodiment. The message M2 may be a message sent and received at layer 2 or layer 3 in the OSI reference model, or a message sent and received at the application layer.

As shown in FIG. 6, message M2 includes information element E21 indicating that railroad crossing 150 exists on general road 120, information element E22 indicating the geographical position of railroad crossing 150, and traffic signal 160 at railroad crossing 150. an information element E23 indicating whether or not it exists; an information element E24 indicating whether or not entry into the railroad crossing 150 is permitted (that is, whether or not the approach of the railway vehicle 20 to the railroad crossing 150 is detected); An information element E25 indicating the distance between the entrance and exit of the railroad crossing 150 on the general road 120 is provided.

Specifically, the information element E21 may be a 1-bit flag indicating that a railroad crossing 150 exists on the general road 120. FIG.

Information element E22 is an information element indicating the geographical position (latitude and longitude) of railroad crossing 150 . This location information may further include altitude. The information element E22 may include information indicating the position of the stop line when a stop line by a road sign or the like is provided before the railroad crossing 150 .

The information element E23 may be a flag that is set to "1" when the traffic signal 160 is present at the railroad crossing 150. FIG. The information element E23 may be an information element that specifically identifies the type of traffic safety device provided at the railroad crossing 150. FIG. For example, an information element such as "0" for only the railroad crossing alarm 130, "1" for both the railroad crossing alarm 130 and railroad crossing barrier 140, and "2" for only the traffic signal 160. good.

The information element E24 may be information such as "0" if entry into the railroad crossing 150 is prohibited, and "1" if entry is permitted. The method of interpreting the information element E24 may differ depending on the content of the information element E23. For example, when the information element E23 indicates that there is a railroad crossing alarm 130 and the information element E24 indicates that entry into the railroad crossing 150 is prohibited, it may mean that the railroad crossing alarm 130 is performing an alarm operation. . Further, when the information element E23 indicates that the traffic signal 160 is present and the information element E24 indicates that entry into the railroad crossing 150 is prohibited, it may mean that the traffic signal 160 is displaying a stop signal.

The information element E25 may be a numerical value (for example, how many meters) that concretely represents the distance between the entrance and exit of the railroad crossing 150 on the general road 120, or whether the track 110 is a single track or a double track. It may be an information element indicating whether there is

(vehicle)
FIG. 7 is a diagram showing the configuration of the vehicle 20 according to one embodiment. As shown in FIG. 7 , vehicle 20 has communication unit 21 , GNSS receiver 22 , presentation unit 23 , and drive unit 24 .

The communication unit 21 may conform to the ARIB T109 standard or conform to the 3GPP V2X standard. The communication unit 21 may perform road-to-vehicle communication, or may perform vehicle-to-vehicle communication.

The communication unit 21 is configured by a wireless communication module. The wireless communication module includes an antenna, converts a wireless signal received by the antenna into a baseband signal (received signal), and outputs the baseband signal (received signal) to the control unit 25 . The wireless communication module converts a baseband signal (transmission signal) output by the control unit 25 into a wireless signal and transmits the wireless signal from an antenna.

The communication unit 21 has a function of performing carrier sense to determine whether a radio wave frequency (for example, 700 MHz band) is available, and may transmit a packet when the radio wave frequency is available. The communication unit 21 may transmit and receive packets using a time and frequency assigned by a cellular base station (not shown). One message may be composed of one or more packets.

The GNSS receiver 22 performs positioning based on GNSS satellite signals and outputs position information indicating the current geographical position (latitude and longitude) of the vehicle 20 to the control unit 25 .

The presentation unit 23 presents information to the driver of the vehicle 20 . For example, the presentation unit 23 includes at least one of a display that displays information and a speaker that outputs information as audio.

The drive unit 24 has an engine or motor as a power source, a power transmission mechanism, a brake mechanism, wheels, and the like, and drives the vehicle 20 .

The control unit 25 is configured by a control circuit having at least one memory and at least one processor electrically connected to the memory. The control unit 25 controls various functions of the vehicle 20 .

In one embodiment, the communication unit 21 receives a message M2 (see FIG. 6) from the roadside device 40. FIG. The control unit 25 controls the presentation unit 23 to present information corresponding to the information elements included in the message M2 to the driver. If the vehicle 20 is compatible with automatic driving (fully automatic driving or semi-automatic driving), the control unit 25 may control the driving unit 24 so as to drive according to the information elements included in the message M2. .

For example, the control unit 25 uses the presentation unit 23 to present that there is a railroad crossing 150 in the traveling direction of the vehicle 20 based on the information elements E21 and E22 and the position information obtained by the GNSS receiver 22 . At this time, the control unit 25 may also present the distance between the vehicle 20 and the railroad crossing 150 using the presentation unit 23 . Further, the control section 25 may control the drive section 24 to decelerate the vehicle 20 .

The control unit 25 determines whether or not the vehicle 20 needs to stop before entering the railroad crossing 150 based on the information element E23. Specifically, when the controller 25 determines that the railroad crossing 150 is not provided with the traffic signal 160 , it determines that the vehicle 20 needs to stop temporarily before entering the railroad crossing 150 . On the other hand, when the controller 25 determines that the railroad crossing 150 is provided with the traffic signal 160 , the controller 25 determines that the vehicle 20 does not need to stop before entering the railroad crossing 150 .

Then, the control unit 25 controls the presentation unit 23 so as to present information indicating the result of determination based on the information element E23 to the driver. For example, the control unit 25 controls the presentation unit 23 to present to the driver information indicating whether or not to stop before entering the railroad crossing 150, thereby prompting the driver to fulfill the obligation to stop. Presentation control may be performed.

When the control unit 25 determines that the vehicle 20 needs to stop before entering the railroad crossing 150, the vehicle 20 stops before entering the railroad crossing 150 based on the information element E22. By controlling the drive unit 24 in such a manner, operation control may be performed so that the temporary stop obligation is fulfilled.

The control unit 25 determines whether entry into the railroad crossing 150 is prohibited or permitted based on the information element E24. The control unit 25 may control the presentation unit 23 to present information indicating the result of determination based on the information element E24 to the driver. When entry into the railroad crossing 150 is prohibited, the control unit 25 stops the vehicle 20 until the entry prohibition is released, and when the entry prohibition is released, the drive unit 25 allows the vehicle 20 to resume traveling. 24 may be controlled.

Based on the information element E25, the control unit 25 selects at least one of the distance between the entrance and exit of the railroad crossing 150 on the general road 120 and the information indicating whether the track 110 is a single track or a double track. Information is presented by the presentation unit 23 . Also, the control unit 25 may control the driving unit 24 to slow down between the entrance and the exit of the railroad crossing 150 .

When the message M2 is transmitted, the control unit 42 may wirelessly transmit a message indicating that the roadside unit 40 has transmitted the message M2 to the operation management system. The message indicating that the roadside device 40 has transmitted the message M2 may include at least one of the identifier of the roadside device 40, at least one of the information elements forming the message M2, and the time when the message M2 was transmitted. By receiving the message indicating that the roadside device 40 has sent the message M2, the operation management system can easily check whether the roadside device 40 or the traffic communication system including the roadside device 40 is functioning normally. become.

(Example of operation)
FIG. 8 is a diagram illustrating an operation example of the traffic communication system according to one embodiment.

As shown in FIG. 8, in step S1, the roadside device 40 transmits a message M2. Vehicle 20 receives message M2 from roadside unit 40 . The vehicle 20 recognizes that there is a railroad crossing 150 in the traveling direction of the vehicle 20 based on the message M2.

In step S2, the vehicle 20 determines whether or not the vehicle 20 needs to stop before entering the railroad crossing 150 based on the message M2. Here, when the vehicle 20 determines that the railroad crossing 150 is provided with the traffic signal 160 (step S2: YES), it determines that the vehicle 20 does not need to make a temporary stop before entering the railroad crossing 150 ( step S3).

On the other hand, when the vehicle 20 determines that the railroad crossing 150 is not provided with the traffic signal 160 (step S2: NO), it determines that the vehicle 20 needs to make a temporary stop before entering the railroad crossing 150 (step S4). In this case, the vehicle 20 presents information to the driver indicating that a temporary stop is necessary before entering the railroad crossing 150 (step S5). Further, when the vehicle 20 is compatible with automatic driving, the vehicle 20 performs operation control so as to temporarily stop before entering the railroad crossing 150 (step S6).

(Other embodiments)
In the above-described embodiment, the railway vehicle 10, the vehicle 20, and the roadside device 40 are described, but a communication device (communication module) provided in at least one of the railway vehicle 10, the vehicle 20, and the roadside device 40 is provided. may be

In the embodiment described above, an example in which the traffic safety device includes the railroad crossing warning device 130 and the railroad crossing gate 140 and another example in which the traffic safety device includes the traffic signal 160 have been described. However, instead of these, the traffic safety device may be a wireless device that wirelessly transmits various instructions to the mobile station (vehicle 20 and passerby terminal 30). The wireless device transmits a signal to the mobile station (vehicle 20 and passer-by terminal 30) to instruct whether or not the railroad crossing 150 can be passed. The vehicle 20 may determine that a temporary stop before entering the railroad crossing 150 is unnecessary when driving according to the instructions from the radio.

An embodiment has been described in detail above with reference to the drawings, but the specific configuration is not limited to the one described above, and various design changes can be made without departing from the spirit of the invention. .

10: Railroad vehicle 11: Communication unit 12: GNSS receiver 13: Drive unit 14: Control unit 20: Vehicle 21: Communication unit 22: GNSS receiver 23: Presentation unit 24: Drive unit 25: Control unit 30: Passenger terminal 40 : Roadside unit 41 : Communication unit 42 : Control unit 110 : Track 120 : General road 130 : Railroad crossing warning device 140 : Railroad crossing gate 150 : Railroad crossing 160 : Traffic signal

Claims (10)

a vehicle;
A base station that controls a traffic safety device provided at an intersection where a general road on which the vehicle travels and a dedicated road on which a specific vehicle that has priority over the vehicle intersects,
The base station transmits to the vehicle a message including an information element indicating that the intersection exists and an information element indicating whether or not the traffic signal for the general road is provided as the traffic safety device. ,
The vehicle is
a communication unit that receives the message;
a control unit that determines, based on the message, whether the vehicle needs to stop before entering the intersection. The traffic communication system according to claim 1, wherein the specific vehicle is a railroad vehicle, the exclusive road is a railroad track, and the intersection is a railroad crossing. The control unit
determining, based on the message, that the traffic signal is not provided as the traffic safety device, determining that the vehicle needs to stop temporarily before entering the railroad crossing;
3. The traffic according to claim 2, wherein when it is determined that the traffic signal is provided as the traffic safety device based on the message, it is determined that the vehicle does not need to stop before entering the railroad crossing. Communications system. The traffic communication system according to claim 3, wherein the vehicle further has a presentation unit that presents information indicating the result of the determination by the control unit to a driver. When the control unit determines that the vehicle needs to be stopped before entering the railroad crossing, the control unit controls the operation of the vehicle so that the vehicle is temporarily stopped before entering the railroad crossing. The traffic communication system according to claim 3 or 4. 6. Traffic according to any one of claims 2 to 5, wherein the base station transmits the message to the vehicle further comprising an information element indicating whether the approach of the rail vehicle to the railroad crossing has been detected. Communications system. 7. The traffic communication system according to any one of claims 2 to 6, wherein said base station transmits said message to said vehicle further including an information element indicating the geographical position of said railroad crossing. 8. Traffic according to any one of claims 2 to 7, wherein the base station transmits the message to the vehicle, further comprising an information element indicating the distance between the entrance and exit of the railroad crossing on the general road. communication system . A base station that controls a traffic safety device provided at an intersection where a general road on which vehicles travel and a dedicated road on which specific vehicles that have priority over the vehicle intersect,
a transmitting unit configured to transmit to the vehicle a message including an information element indicating that the intersection exists and an information element indicating whether or not the traffic signal for general roads is provided as the traffic safety device; station. a vehicle,
An information element indicating the existence of an intersection from a base station that controls a traffic safety device installed at an intersection where a general road on which the vehicle travels and a dedicated road on which a specific vehicle that has priority over the vehicle intersects. and an information element indicating whether or not the traffic signal for general roads is provided as the traffic safety device;
a control unit that determines, based on the message, whether the vehicle needs to stop before entering the intersection.

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