WO2020262425A1

WO2020262425A1 - Base station, mobile station, traffic communication system, and traffic communication method

Info

Publication number: WO2020262425A1
Application number: PCT/JP2020/024715
Authority: WO
Inventors: 淳島村; 博己藤田; 誠大羽; 隆敏吉川; 優太梅原
Original assignee: 京セラ株式会社
Priority date: 2019-06-26
Filing date: 2020-06-24
Publication date: 2020-12-30
Also published as: JP7377865B2; JPWO2020262425A1

Abstract

A roadside machine 200, which performs communication with a vehicle 100, performs communication with a plurality of the vehicles 100 that pass along a road R on which it is difficult for the vehicles 100 to pass each other. From among the plurality of vehicles 100, the roadside machine 200 determines, on the basis of communication, a priority vehicle which can preferentially pass the road R without stopping at an escape area present on the road R. The roadside machine 200 performs a control for stopping an oncoming vehicle in the escape area in advance before the priority vehicle is close to the oncoming vehicle.

Description

Base stations, mobile stations, traffic communication systems, and traffic communication methods

This disclosure relates to base stations, mobile stations, traffic communication systems, and traffic communication methods.

Patent Document 1 describes a device provided in a vehicle that controls the own vehicle while traveling on a road where it is difficult for the own vehicle to pass by an oncoming vehicle.

This device detects the evacuated area where the vehicle can evacuate based on the map data, and when the own vehicle approaches the oncoming vehicle (that is, when it encounters the oncoming vehicle), it performs vehicle-to-vehicle communication and performs vehicle-to-vehicle communication. If it is determined that the own vehicle is evacuated based on this, the own vehicle is controlled to evacuate to the evacuated area.

Specifically, among the own vehicle and the oncoming vehicle, the vehicle with a shorter distance to the shunting area, the vehicle with a large amount of fuel remaining, the vehicle with a small number of past traffic violations by the driver, or the vehicle. The vehicle with the smaller body is determined as the vehicle to evacuate.

In recent years, intelligent transportation systems (ITS: Intelligent Transport Systems) have been attracting attention as a technology that can avoid the danger of traffic accidents.

As one such system, Non-Patent Document 1 includes a roadside machine which is a base station installed on the roadside and an on-board unit which is a mobile station mounted on a vehicle, and the roadside machine and the on-board unit. Describes a system that performs wireless communication.

JP-A-2018-151177

The base station according to the first aspect communicates with a vehicle passing in either the first direction or the second direction facing the first direction on the road. A bidirectional section in which both the first direction and the second direction can pass at the same time, and the road cannot pass in both directions at the same time, and one of the first direction and the second direction can pass through the road. There is a one-way section. The base station has a communication unit that communicates with a plurality of vehicles that pass through the road, and a priority vehicle that can preferentially pass through the road without stopping in both directions from the plurality of vehicles. It includes a control unit that determines based on the communication. The control unit controls the oncoming vehicle to be stopped in advance in both directions before the priority vehicle approaches the oncoming vehicle.

The transportation communication system according to the second aspect includes a base station that communicates with a plurality of vehicles that pass in either the first direction or the second direction facing the first direction on the road. A bidirectional section in which both the first direction and the second direction can pass at the same time, and the road cannot pass in both directions at the same time, and one of the first direction and the second direction can pass through the road. There is a one-way section. The traffic communication system includes a control unit that determines, based on the communication, a priority vehicle that can preferentially pass through the road without stopping in both directions from the plurality of vehicles. The control unit controls the oncoming vehicle to be stopped in advance in both directions before the priority vehicle approaches the oncoming vehicle.

The traffic communication method according to the third aspect is that the base station communicates with a plurality of vehicles passing in either the first direction or the second direction facing the first direction on the road, and the road. In both directions, the first direction and the second direction can pass at the same time, and one direction in which both of the first direction and the second direction cannot pass at the same time and one of the first direction and the second direction can pass. There is a section, and from among the plurality of vehicles, a priority vehicle capable of preferentially passing on the road without stopping in both directions is determined based on the communication, and the priority vehicle is opposed. This includes controlling the oncoming vehicle to be stopped in advance in both directions before approaching the vehicle.

The base station according to the fourth aspect is a first vehicle passing through either the first direction or the second direction facing the first direction on the road, and a second vehicle which is an oncoming vehicle of the first vehicle. The communication unit that receives the position information from each, the bidirectional section that both the first direction and the second direction can pass at the same time, and the first direction and the road that both cannot pass at the same time. When there is a one-way section through which one of the second directions can pass and the two-way section exists between the first vehicle and the second vehicle, the second direction is based on the position information. The communication unit includes a control unit that calculates the speed required for one vehicle and the second vehicle to reach the bidirectional section at the same time for each of the first vehicle and the second vehicle. The first speed control information indicating the speed calculated for the first vehicle is transmitted to the first vehicle, and the second speed control information indicating the speed calculated for the second vehicle is transmitted to the second vehicle. To do.

The traffic communication system according to the fifth aspect is a first vehicle passing through either a first direction or a second direction facing the first direction on a road, and a second vehicle which is an oncoming vehicle of the first vehicle. A base station that receives position information from each of the above roads, a bidirectional section in which both the first direction and the second direction can pass at the same time, and a section in which both cannot pass at the same time, and the first direction. And, when there is a one-way section through which one of the second directions can pass and the two-way section exists between the first vehicle and the second vehicle, the above-mentioned based on the position information. The base station includes a control unit that calculates the speed required for the first vehicle and the second vehicle to reach the bidirectional section at the same time for each of the first vehicle and the second vehicle. Transmits the first speed control information indicating the speed calculated for the first vehicle to the first vehicle, and transmits the second speed control information indicating the speed calculated for the second vehicle to the second vehicle. Send.

The traffic communication method according to the sixth aspect is a first vehicle passing through either the first direction or the second direction facing the first direction on the road, and a second vehicle which is an oncoming vehicle of the first vehicle. The base station receives the position information from each of the above, and the road has a bidirectional section in which both the first direction and the second direction can pass at the same time, and both of them cannot pass at the same time. When there is a one-way section through which one of the one direction and the second direction can pass, and the two-way section exists between the first vehicle and the second vehicle, based on the position information. To calculate the speed required for the first vehicle and the second vehicle to reach the bidirectional section at the same time for each of the first vehicle and the second vehicle, and for the first vehicle. The base station transmits the calculated first speed control information indicating the speed to the first vehicle, and the base station transmits the second speed control information indicating the calculated speed for the second vehicle to the second vehicle. Includes sending to.

The base station according to the seventh aspect is a boarding of a passenger who is scheduled to board the vehicle from a first communication unit that wirelessly communicates with a vehicle that can stop at a bus stop on the road and a detection device provided at the bus stop. It includes a second communication unit that receives schedule information and a control unit that controls a traffic safety device provided around the bus stop. After detecting the approach of the vehicle to the stop, the control unit controls the traffic safety device so as to advance or stop the vehicle based on the boarding schedule information.

The mobile station according to the eighth aspect is provided on a vehicle that can stop at a bus stop on the road. The mobile station detects the approach of the vehicle to the stop and the receiving unit that receives the boarding schedule information about the passengers scheduled to board the vehicle from the base station by wireless communication, and then uses the boarding schedule information. Based on this, a control unit for determining whether or not to stop the vehicle at the stop is provided.

The transportation communication system according to the ninth aspect includes a base station according to the first aspect.

The transportation communication system according to the tenth aspect includes the mobile station according to the second aspect.

It is a figure which shows the structure of the traffic communication system which concerns on 1st Embodiment. It is a figure which shows the section which has a shunting area which concerns on 1st Embodiment. It is a figure which shows the structure of the roadside machine which concerns on 1st Embodiment. It is a figure which shows the structure of the vehicle which concerns on 1st Embodiment. It is a figure which shows the operation example of the roadside machine which concerns on 1st Embodiment. It is a figure which shows the section which has a shunting area which concerns on 2nd Embodiment. It is a figure which shows the operation example of the roadside machine which concerns on 2nd Embodiment. It is a figure which shows the structure of the traffic communication system which concerns on 3rd Embodiment. It is a figure which shows an example of the application scenario of the traffic communication system which concerns on 3rd Embodiment. It is a figure which shows the structure of the roadside machine which concerns on 3rd Embodiment. It is a figure which shows the structure of the vehicle which concerns on 3rd Embodiment. It is a figure which shows the operation example of the traffic communication system which concerns on 3rd Embodiment. It is a figure which shows the modification example of the application scenario of the traffic communication system which concerns on 3rd Embodiment. It is a figure which shows the modification of the operation of the traffic communication system which concerns on 3rd Embodiment.

As described in Patent Document 1, the configuration in which the shunting vehicle is determined by vehicle-to-vehicle communication each time the own vehicle approaches the oncoming vehicle is not a shunting vehicle from the time when the shunting vehicle is determined until it is shunted to the shunting area. It is necessary to stop one of the vehicles and wait for the shunting vehicle to complete shunting.

In particular, when the own vehicle is close to the oncoming vehicle and there is no retreat area in the road section between the own vehicle and the oncoming vehicle, the vehicle determined as the retreat vehicle must retreat to the rear retreat area. Therefore, the delay of each vehicle becomes large.

Therefore, the first and second embodiments enable the vehicle to smoothly pass on a road that is difficult to pass.

[First Embodiment]
The transportation communication system according to the first embodiment will be described with reference to the drawings. In the description of the drawings below, the same or similar parts are designated by the same or similar reference numerals.

(Composition of transportation communication system)
First, the configuration of the transportation communication system 1 according to the first embodiment will be described. FIG. 1 is a diagram showing a configuration of a transportation communication system 1 according to an embodiment. FIG. 2 is a diagram showing a road section having a shunting area according to the first embodiment.

As shown in FIG. 1, the traffic communication system 1 includes a plurality of vehicles 100 (vehicles 100a to 100c) passing through the road R, and a roadside machine 200 which is a base station installed on the roadside around the road R. ..

The vehicle 100 passes on the road R in the up direction (first direction), the down direction (second direction), or both directions. Further, on the road, a bidirectional section in which both the up direction and the down direction vehicles 100 can pass at the same time, and both cannot pass at the same time, and one of the up direction and the down direction vehicles 100 can pass. There is a one-way section. For example, if the vehicle 100a is a vehicle in the up direction, the vehicle 100b can be a vehicle in the down direction.

The passage of the vehicle 100 includes a state in which the vehicle 100 is traveling (running) and a state in which the vehicle 100 is temporarily stopped (a state in which the vehicle 100 is evacuating). In the first embodiment, the bidirectional section is a shunting area, and the unidirectional section is a road section excluding the shunting area. In the embodiment other than the first embodiment, the section in both directions is not limited to the shunting area, and the vehicle 100 may be traveling (running) with each other in the up direction and the down direction.

Road R is a road where it is difficult for vehicles 100 to pass each other, for example, a one-lane road. In the first embodiment, an example in which the road R is a bus-only road will be mainly described, but the road R may be a general road. In the example shown in FIG. 1, a plurality of sections Z having a shunting area are provided on the road R at intervals. These plurality of sections Z include a plurality of shelter sections Za (shelter sections Za (1) to Za (3)) and a plurality of stop sections Zb (stop sections Zb (1) and Zb (2)). Including. A traffic signal may be provided for each section Z.

As shown in FIG. 2, the shunting area X is an area extending toward the outside of the road R, and is an area for allowing the vehicles 100 to pass each other in the section Z. For example, the vehicle 100a passes the vehicle 100b while the vehicle 100b is stopped in the shunting area X in the siding section Za, and passes through the siding section Za. On the other hand, the sections other than the section Z on the road R are alternating traffic sections in which it is difficult for the vehicles 100 to pass each other.

As shown in FIG. 1, a pair of shelter sections Za (1) and Za (2) are provided before and after the tunnel T on the road R. While one vehicle 100 is passing through the tunnel T, the oncoming vehicle stops at the shunting vehicle in the shunting area Za, and the oncoming vehicle waits for the one vehicle 100 to pass through the tunnel T.

The bus stop section Zb is provided with a bus stop S for the occupants to get off from the vehicle 100 and for the occupants to get on the vehicle 100. When the vehicle 100 is used as a substitute for a railway, the stop S can be regarded as a station.

Each vehicle 100 is provided with an on-board unit 150 (see FIG. 4), which is a mobile station that performs wireless communication. The on-board unit 150 performs wireless communication (that is, road-to-vehicle communication) with the roadside unit 200. The on-board unit 150 may periodically perform road-to-vehicle communication with the roadside unit 200.

In the first embodiment, each vehicle 100 automatically operates according to the control from the roadside machine 200. The automatic driving may be one in which only a part of the driving operation of the vehicle is automated. Alternatively, each vehicle 100 may be manually operated with assistance from the roadside machine 200.

In the first embodiment, an example in which the vehicle 100 is a bus will be mainly described, but the vehicle 100 may be a public vehicle other than a bus, or a general vehicle (for example, an ordinary vehicle, a light vehicle, etc.). May be good.

The roadside machine 200 performs road-to-vehicle communication with each vehicle 100 passing through the road R. FIG. 1 shows an example in which one roadside machine 200 in charge of the section between the stop section Zb (1) and the stop section Zb (2) is provided, but the roadside is provided for each one or a plurality of sections Z. A machine 200 may be provided.

(Structure of roadside machine)
Next, the configuration of the roadside machine 200 according to the first embodiment will be described. FIG. 3 is a diagram showing the configuration of the roadside machine 200 according to the first embodiment.

As shown in FIG. 3, the roadside machine 200 has a communication unit 21, a control unit 22, and an interface 23.

The communication unit 21 has an antenna 21a, a reception unit 21b, and a transmission unit 21c, and performs wireless communication via the antenna 21a. The communication unit 21 performs road-to-vehicle communication with the vehicle 100 (vehicle-mounted device 150).

The antenna 21a may be an omnidirectional antenna or a directional antenna having directivity. The antenna 21a may be an adaptive array antenna whose directivity can be dynamically changed.

The communication unit 21 has a reception unit 21b that converts the radio signal received by the antenna 21a into received data and outputs the radio signal to the control unit 22. Further, the communication unit 21 has a transmission unit 21c that converts the transmission data output by the control unit 22 into a wireless signal and transmits it from the antenna 21a.

The wireless communication method of the communication unit 21 is a method compliant with the T109 standard of ARIB (Association of Radio Industries and Businesses), and a V2X (Vehicle-to-e) compliant system of 3GPP (Third Generation Partnership Project) and V2X (Vehicle-to-e). Alternatively, the method may be a method compliant with a wireless LAN (Local Area Network) standard such as IEEE (Institute of Electrical and Electricals Engineers) 802.11 series. The communication unit 21 may be configured to support all of these communication standards.

The control unit 22 controls various functions of the roadside machine 200. The control unit 22 has at least one memory 22b and at least one processor 22a electrically connected to the memory 22b. The memory 22b includes a volatile memory and a non-volatile memory, and stores information used for processing in the processor 22a and a program executed by the processor 22a. The processor 22a performs various processes by executing the program stored in the memory 22b.

The interface 23 is connected to the center equipment 500 by wire or wirelessly. The center facility 500 is a facility that collects various traffic information based on the information received from the roadside machine 200 and integrates and manages the road traffic.

The interface 23 may be connected to the signal controller 600 by wire or wirelessly. The signal controller 600 is a device that controls a traffic signal. The signal controller 600 may be configured separately from the traffic signal, or may be configured integrally with the traffic signal. The signal controller 600 may be integrally configured with the roadside unit 200. The signal controller 600 controls switching of the signal light color of the traffic signal.

In the roadside machine 200 configured in this way, the communication unit 21 performs road-to-vehicle communication with a plurality of vehicles 100 passing through the road R where the vehicles 100 are difficult to pass each other (see FIG. 1). From the plurality of vehicles 100, the control unit 22 determines a priority vehicle that can preferentially pass through the road R without stopping in the shunting area X existing on the road R based on the road-to-vehicle communication. Then, the control unit 22 controls to stop the oncoming vehicle in the shunting area X in advance before the priority vehicle approaches the oncoming vehicle.

In this way, by stopping the oncoming vehicle in the shunting area X in advance before the priority vehicle approaches the oncoming vehicle, when the priority vehicle passes through the road R, the priority vehicle is stopped to wait for the completion of shunting of the oncoming vehicle. You don't have to. Therefore, even when the vehicle 100 passes on the road R where it is difficult to pass each other, the delay of the priority vehicle can be suppressed and the priority vehicle can smoothly pass on the road R.

In the first embodiment, the communication unit 21 receives vehicle type information from each of the plurality of vehicles 100 by road-to-vehicle communication. The control unit 22 determines the priority vehicle based on the vehicle type information. The vehicle type information is information indicating the vehicle type of the vehicle that is the source of the vehicle type information.

For example, the vehicle type information is configured so that it can be identified whether or not the vehicle type is an express bus. An express bus is a bus that does not stop at all stops, but only at specific stops. When the road R is a bus-only road and the plurality of vehicles 100 for which the communication unit 21 communicates between roads includes an express bus, the control unit 22 determines the express bus as a priority vehicle. By performing priority control on such an express bus, it is possible to suppress the occurrence of delay in the express bus.

Alternatively, assuming that the road R is a general road, the vehicle type information is configured to be able to identify whether the vehicle type is a bus (or a public vehicle) and whether the vehicle type is an emergency vehicle. It may have been done. An emergency vehicle is a vehicle that is in an emergency, for example, a police car or an ambulance that is traveling while sounding a siren corresponds to an emergency vehicle. When the communication unit 21 determines that the plurality of vehicles 100 that perform road-to-vehicle communication include a bus or an emergency vehicle, the control unit 22 determines the bus or the emergency vehicle as the priority vehicle. By performing priority control on such a bus or an emergency vehicle, it is possible to suppress a delay in the bus or the emergency vehicle.

In the first embodiment, the road R is a dedicated bus road, and the communication unit 21 may receive operation status information from each of the plurality of vehicles 100 (plurality of buses) by road-to-vehicle communication. The operation status information refers to information indicating the actual operation status with respect to the operation schedule of the bus, and is configured to be able to identify whether or not there is a delay with respect to the operation schedule. When the control unit 22 determines that the plurality of vehicles 100 (plurality of buses) include a bus that is delayed with respect to the operation schedule based on the operation status information, the control unit 22 causes a delay with respect to the operation schedule. Determine the bus you are on as a priority vehicle. As a result, it is possible to give priority to the bus having a delay with respect to the operation schedule to pass through the road R, and to return to the operation status according to the operation schedule.

In the first embodiment, the communication unit 21 may receive position information and speed information from each of the plurality of vehicles 100 by road-to-vehicle communication. The position information refers to information indicating the geographical position of the vehicle from which the position information is transmitted. For example, GNSS (Global Navigation Satellite System) position information can be used. The speed information refers to information indicating the moving speed of the vehicle that is the source of the speed information. Based on the position information and speed information of each vehicle 100, the control unit 22 selects a section Z for stopping the oncoming vehicle in order to allow the priority vehicle to pass from among the plurality of sections Z provided on the road R. ..

For example, the control unit 22 approaches the priority vehicle and the oncoming vehicle when it is assumed that the current moving speed is maintained based on the position information and speed information of the priority vehicle and the position information and speed information of the oncoming vehicle. Predict the position to do. Then, the control unit 22 selects the section Z to which the predicted position belongs or the section Z in front of the predicted position as the section Z for stopping the oncoming vehicle.

Here, a concrete example will be given for explanation. In FIG. 1, it is assumed that the vehicle 100a is determined as the priority vehicle and the

vehicles

100b and 100c are determined as non-priority vehicles (ie, oncoming vehicles of the priority vehicle). Based on the position information and the speed information received by the communication unit 21 from each of the vehicles 100a to 100c, the control unit 22 sets the position where the vehicle 100a and the vehicle 100b are close to each other and the position where the vehicle 100a and the vehicle 100c are close to each other. Predict. For example, the control unit 22 predicts that the position where the vehicle 100a and the vehicle 100b are close to each other is in the tunnel T, and predicts that the position where the vehicle 100a and the vehicle 100c are close to each other is in the shelter section Za (3). To do. In this case, the control unit 22 determines that the vehicle 100b is stopped in the escape area X of the escape area Za (2), and the vehicle 100c is determined to be stopped in the escape area X of the escape area Za (3).

The control unit 22 controls the communication unit 21 to transmit a message for stopping the oncoming vehicle in the shunting area X (hereinafter, referred to as a "stop message") to the oncoming vehicle in order to allow the priority vehicle to pass. The stop message includes information indicating the stop instruction and information indicating the section Z to be stopped (that is, the selected section Z). The information indicating the section Z to be stopped may be the position information of the section Z (shelter area X) to be stopped. The message transmitted by the communication unit 21 to each vehicle 100 includes road alignment information indicating the configuration of the road R. When the road alignment information includes the identification number and the position information of each section Z, the information indicating the section Z to be stopped may be the identification number of the section Z to be stopped.

The control unit 22 may control the traffic signal in addition to transmitting the stop message to the oncoming vehicle or instead of transmitting the stop message to the oncoming vehicle. Specifically, the control unit 22 displays the signal controller 600 so that the traffic signal provided in the section Z to be stopped (that is, the selected section Z) displays the light color indicating the stop instruction of the oncoming vehicle. To control.

(Vehicle configuration)
Next, the configuration of the vehicle 100 according to the first embodiment will be described. FIG. 4 is a diagram showing a configuration of a vehicle 100 according to an embodiment.

As shown in FIG. 4, the vehicle 100 has a communication unit 11, a GNSS receiver 12, a notification unit 13, a drive control unit 14, and a control unit 15. The communication unit 11, the GNSS receiver 12, and the control unit 15 constitute an on-board unit 150.

The communication unit 11 has an antenna 11a, a reception unit 11b, and a transmission unit 11c, and performs wireless communication via the antenna 11a. The communication unit 11 performs road-to-vehicle communication with the roadside unit 200.

The communication unit 11 has a reception unit 11b that converts the radio signal received by the antenna 11a into received data and outputs the radio signal to the control unit 15. Further, the communication unit 11 has a transmission unit 11c that converts the transmission data output by the control unit 15 into a wireless signal and transmits it from the antenna 11a.

The wireless communication method of the communication unit 11 may be a method compliant with the T109 standard of ARIB, a method compliant with the V2X standard of 3GPP, and / or a method compliant with a wireless LAN standard such as the IEEE802.11 series. The communication unit 11 may be configured to be compatible with all of these communication standards.

The GNSS receiver 12 performs positioning based on the GNSS satellite signal, and outputs GNSS position information indicating the current geographical position (latitude / longitude) of the vehicle 100 to the control unit 15.

The notification unit 13 notifies the occupants (particularly the driver) of the vehicle 100 of the information under the control of the control unit 15. The notification unit 13 has a display 13a for displaying information and a speaker 13b for outputting information by voice.

The drive control unit 14 controls an engine or motor as a power source, a power transmission mechanism, a brake, and the like. When the vehicle 100 is an autonomous driving vehicle, the drive control unit 14 may control the drive of the vehicle 100 in cooperation with the control unit 15.

The control unit 15 controls various functions in the vehicle 100 (vehicle-mounted device 150). The control unit 15 has at least one memory 15b and at least one processor 15a electrically connected to the memory 15b. The memory 15b includes a volatile memory and a non-volatile memory, and stores information used for processing in the processor 15a and a program executed by the processor 15a. The processor 15a performs various processes by executing the program stored in the memory 15b.

The control unit 15 controls the communication unit 11 so as to transmit the above-mentioned vehicle type information, operation status information, position information (GNSS position information), and speed information to the roadside machine 200.

Further, when the communication unit 11 receives a stop message from the roadside unit 200 for stopping the oncoming vehicle in the shunting area X in order to allow the priority vehicle to pass, the control unit 15 has a designated section based on the stop message. The drive control unit 14 is controlled so that the own vehicle stops in the shunting area X of Z. Based on this stop message, the control unit 15 causes the notification unit 13 to notify the occupant of at least one of the information indicating the designated section Z and the information indicating that the vehicle will stop in the shunting area X of the section Z. You may control it.

(Operation example of roadside machine)
Next, an operation example of the roadside machine 200 according to the first embodiment will be described. FIG. 5 is a diagram showing an operation example of the roadside machine 200 according to the first embodiment.

As shown in FIGS. 5, in steps S1 to S3, the communication unit 21 of the roadside unit 200 receives vehicle type information, operation status information, position information, and speed information from each of the vehicles 100a to 100c. The order of steps S1 to S3 is not limited to the order shown in FIG.

In step S4, the control unit 22 of the roadside machine 200 determines the priority vehicle from the vehicles 100a to 100c based on the vehicle type information and the operation status information received from the vehicles 100a to 100c in steps S1 to S3. Here, the description will proceed on the assumption that the vehicle 100a is determined as the priority vehicle.

In step S5, the control unit 22 of the roadside machine 200 sets a section Z for stopping each of the oncoming

vehicles

100b and 100c based on the position information and the speed information received from the vehicles 100a to 100c in steps S1 to S3. select.

In step S6, the control unit 22 of the roadside machine 200 controls the communication unit 21 to transmit a pass permission message indicating that the preferential passage of the road R is permitted to the vehicle 100a.

In step S7, the control unit 22 of the roadside machine 200 controls the communication unit 21 to transmit a stop message including information indicating the stop section Z selected for the vehicle 100b in step S5 to the vehicle 100b.

In step S8, the control unit 22 of the roadside machine 200 controls the communication unit 21 to transmit a stop message including information indicating the stop section Z selected for the vehicle 100c in step S5 to the vehicle 100c.

Note that the order of steps S6 to S8 is not limited to the order shown in FIG.

[Second Embodiment]
The transportation communication system according to the second embodiment will be described with reference to the drawings. In the description of the drawings below, the same or similar parts are designated by the same or similar reference numerals. The differences between the second embodiment and the first embodiment will be mainly described.

(Composition of transportation communication system)
First, the configuration of the transportation communication system 1 according to the second embodiment will be described. The diagram showing the configuration of the traffic communication system 1 according to the second embodiment is the same as the diagram showing the configuration of the traffic communication system 1 according to the first embodiment. Therefore, the configuration of the transportation communication system 1 according to the second embodiment will be described below with reference to FIG. Further, FIG. 6 is a diagram showing a section having a shunting area according to the second embodiment.

The passage of the vehicle 100 includes a state in which the vehicle 100 is traveling (running) and a state in which the vehicle 100 is temporarily stopped (a state in which the vehicle 100 is evacuating). In the second embodiment, the bidirectional section is a shunting area (shunting section), and the one-way section is a road section excluding the shunting area. In the embodiment other than the present embodiment, the bidirectional section is not limited to the shunting area, and the vehicle 100 may be traveling (running) with each other in the up direction and the down direction.

Road R is a road where it is difficult for vehicles 100 to pass each other, for example, a one-lane road. In the second embodiment, an example in which the road R is a bus-only road will be mainly described, but the road R may be a general road. In the example shown in FIG. 1, a plurality of sections Z having a shunting area are provided on the road R at intervals. These plurality of sections Z include a plurality of shelter sections Za (shelter sections Za (1) to Za (3)) and a plurality of stop sections Zb (stop sections Zb (1) and Zb (2)). Including. A traffic signal may be provided for each section Z.

As shown in FIG. 6, the shunting area X is an area extending toward the outside of the road R, and is an area for enabling the vehicles 100 to pass each other in the section Z. The section other than the section Z on the road R is an alternating traffic section in which it is difficult for the vehicle 100 to pass each other.

In the second embodiment, as shown in FIG. 6A, the vehicle 100a (first vehicle) passing through the road R and the vehicle 100b (second vehicle) which is an oncoming vehicle of the vehicle 100a are the same shelter at the same time. The speeds of the vehicle 100a and the vehicle 100b are controlled so as to reach the section Za. Then, as shown in FIGS. 6A and 6B, the vehicle 100a and the vehicle 100b pass each other without stopping in the shelter section Za. As a result, it is not necessary for one vehicle to stop and wait for the other vehicle in the shelter section Za, so that the delay of each vehicle can be reduced. Further, since each vehicle passes through the road R without stopping, it is possible to suppress a decrease in riding comfort and a decrease in fuel consumption due to stopping and starting.

As shown in FIG. 1, a pair of shelter sections Za (1) and Za (2) are provided before and after the tunnel T on the road R. On the other hand, the stop section Zb is provided with a stop S for the occupants to get off from the vehicle 100 and for the occupants to get on the vehicle 100. When the vehicle 100 is used as a substitute for a railway, the stop S can be regarded as a station.

In the second embodiment, each vehicle 100 automatically operates according to the control from the roadside machine 200. The automatic driving may be one in which only a part of the driving operation of the vehicle is automated. Alternatively, each vehicle 100 may be manually operated with assistance from the roadside machine 200.

In the second embodiment, an example in which the vehicle 100 is a bus will be mainly described, but the vehicle 100 may be a public vehicle other than a bus, or a general vehicle (for example, an ordinary vehicle, a light vehicle, etc.). May be good.

(Structure of roadside machine)
Next, the configuration of the roadside machine 200 according to the second embodiment will be described. The diagram showing the configuration of the roadside machine 200 according to the second embodiment is the same as the diagram showing the configuration of the roadside machine 200 according to the first embodiment. Therefore, the configuration of the roadside machine 200 according to the second embodiment will be described below with reference to FIG.

The control unit 22 controls various functions of the roadside machine 200. The control unit 22 has at least one memory 22b and at least one processor 22a electrically connected to the memory 22b. The memory 22b includes a volatile memory and a non-volatile memory, and stores information used for processing in the processor 22a and a program executed by the processor 22a. The memory 22b corresponds to a storage unit. The processor 22a performs various processes by executing the program stored in the memory 22b.

In the second embodiment, the memory 22b stores information about each section Z provided on the road R in advance. For example, the information regarding the section Z includes the position information of the section Z and the width and length information of the shunting area X included in the section Z, and these information are used for information processing by the processor 22a.

In the roadside machine 200 configured in this way, the communication unit 21 receives position information from each of the first vehicle passing through the road R and the second vehicle which is an oncoming vehicle of the first vehicle. The position information refers to information indicating the geographical position of the vehicle from which the position information is transmitted, and for example, GNSS (Global Navigation Satellite System) position information can be used.

When the section Z in which the vehicles 100 can pass each other exists between the first vehicle and the second vehicle on the road R, the control unit 22 first receives the position information received from each vehicle by the communication unit 21. The speeds required for the vehicle and the second vehicle to reach the same section Z at the same time are calculated for each of the first vehicle and the second vehicle.

For example, the control unit 22 determines the distance 1 between the first vehicle and the section Z and the distance 2 between the second vehicle and the section Z based on the respective position information of the first vehicle and the second vehicle. calculate. Then, the control unit 22 calculates the first speed for the first vehicle to reach the section Z after the time T from the distance 1 and the time T, and the second vehicle for the second vehicle to reach the section Z after the time T. The velocity is calculated from the distance 2 and the time T.

The communication unit 21 transmits the first speed control information indicating the first speed of the first vehicle calculated by the control unit 22 to the first vehicle, and the second speed control information indicating the second speed calculated by the control unit 22. Is transmitted to the second vehicle. Each of the first speed control information and the second speed control information may be an absolute value indicating the speed. Alternatively, when the communication unit 21 receives the speed information from each vehicle, each of the first speed control information and the second speed control information may be a relative value based on the current speed. The speed information refers to information indicating the moving speed of the vehicle that is the source of the speed information.

By transmitting such first speed control information and second speed control information, the speeds of the first vehicle and the second vehicle are controlled, and the first vehicle and the second vehicle are in the same section Z at the same time. To reach. Since the first vehicle and the second vehicle can pass each other in the section Z, both the first vehicle and the second vehicle can pass through the section Z without stopping. Therefore, even when the vehicle 100 passes through the road R where it is difficult to pass each other, the delay of each vehicle can be suppressed and each vehicle can smoothly pass through the road R.

Further, the control unit 22 determines the movement parameters of the first vehicle and the second vehicle in the section Z, respectively. The movement parameter includes at least one of the movement path and the movement speed in the section Z. As shown in FIG. 2, the movement route in the section Z means a route in which the vehicle moves in the section Z, and is represented by, for example, time-series data of the steering angle. The moving speed in the section Z means the speed at which the vehicle moves in the section Z.

Here, the control unit 22 determines the movement parameters of the first vehicle and the second vehicle in the section Z based on at least one information of the width and the length of the shunting area X in the section Z stored in the memory 22b. May be determined. As a result, the movement parameters can be appropriately determined. For example, when the width of the shunting area X in the section Z is wider than the reference value, or when the length of the shunting area X in the section Z is longer than the reference value, the control unit 22 uses the moving speed in the section Z as a reference. It may be decided that the speed is higher than the value. The reference value of the moving speed is, for example, the moving speed during slow driving.

The communication unit 21 transmits the first movement parameter, which is the movement parameter determined for the first vehicle, to the first vehicle, and transmits the second parameter, which is the movement parameter determined for the second vehicle, to the second vehicle. The communication unit 21 transmits one road-to-vehicle communication message including the first speed control information and the first movement parameter to the first vehicle, and one road-to-vehicle communication message including the second speed control information and the second movement parameter. May be transmitted to the second vehicle.

By transmitting such a first parameter and a second parameter, the movement of the first vehicle and the second vehicle can be controlled so that the first vehicle and the second vehicle appropriately pass each other in the same section Z. Both the 1st vehicle and the 2nd vehicle can pass through the section Z without stopping.

However, depending on the width and length of the shunting area X in the section Z, it may be necessary for one vehicle to decelerate and / or detour significantly in the section Z as compared to the other vehicle. In such a case, the control unit 22 prioritizes each vehicle and determines a priority vehicle that can be preferentially passed within the section Z.

In the second embodiment, the communication unit 21 receives vehicle type information from each of the first vehicle and the second vehicle by road-to-vehicle communication. The control unit 22 determines the priority vehicle based on the vehicle type information. The vehicle type information is information indicating the vehicle type of the vehicle that is the source of the vehicle type information.

For example, the vehicle type information is configured so that it can be identified whether or not the vehicle type is an express bus. An express bus is a bus that does not stop at all stops, but only at specific stops. When the road R is a bus-only road and the first vehicle and the second vehicle with which the communication unit 21 performs inter-vehicle communication include an express bus, the control unit 22 determines the express bus as a priority vehicle. By performing priority control on such an express bus, it is possible to suppress the occurrence of delay in the express bus.

Alternatively, assuming that the road R is a general road, the vehicle type information is configured to be able to identify whether the vehicle type is a bus (or a public vehicle) and whether the vehicle type is an emergency vehicle. It may have been done. An emergency vehicle is a vehicle that is in an emergency, for example, a police car or an ambulance that is traveling while sounding a siren corresponds to an emergency vehicle. When the control unit 22 determines that the first vehicle and the second vehicle include a bus or an emergency vehicle, the control unit 22 determines the bus or the emergency vehicle as the priority vehicle. By performing priority control on such a bus or an emergency vehicle, it is possible to suppress a delay in the bus or the emergency vehicle.

In the second embodiment, the road R is a dedicated bus road, and the communication unit 21 may receive operation status information from each of the first vehicle and the second vehicle (plurality of buses) by road-to-vehicle communication. .. The operation status information refers to information indicating the actual operation status with respect to the operation schedule of the bus, and is configured to be able to identify whether or not there is a delay with respect to the operation schedule. When the control unit 22 determines that the first vehicle and the second vehicle (plurality of buses) include a bus that is delayed with respect to the operation schedule based on the operation status information, the control unit 22 delays the operation schedule. The bus that is causing the problem is determined as the priority vehicle. As a result, the bus that is delayed with respect to the operation schedule can be preferentially passed through the section Z, and the operation status can be returned to the operation schedule.

In the second embodiment, the communication unit 21 further receives speed information from each of the first vehicle and the second vehicle. When a plurality of sections Z exist between the first vehicle and the second vehicle, the control unit 22 determines that the plurality of sections Z are based on the position information and speed information of the first vehicle and the second vehicle, respectively. The section Z in which the first vehicle and the second vehicle pass each other is selected from the inside. The control unit 22 may further select a section Z in which the first vehicle and the second vehicle pass each other from the plurality of sections Z based on the determination result of the priority vehicle.

For example, the control unit 22 assumes that the current moving speeds of the first vehicle and the second vehicle are maintained based on the position information and speed information of the first vehicle and the position information and speed information of the second vehicle. When this is done, the positions where the first vehicle and the second vehicle are close to each other are predicted. Then, the control unit 22 selects the section Z to which the predicted position belongs or the section Z on the non-priority vehicle side of the predicted position as the section Z where the first vehicle and the second vehicle pass each other.

The communication unit 21 may include information indicating the selected section Z (hereinafter, referred to as "selected section information") in the road-to-vehicle communication message and transmit it to the first vehicle and the second vehicle. The selected section information may be the position information of the section Z. The road-to-vehicle communication message transmitted by the communication unit 21 to each vehicle 100 includes road alignment information indicating the configuration of the road R. When the road alignment information includes the identification number and the position information of each section Z, the selected section information may be the identification number of the section Z.

Here, a concrete example will be given for explanation. In FIG. 1, it is assumed that the vehicle 100a is determined as the priority vehicle and the vehicle 100b, which is the oncoming vehicle of the vehicle 100a, is determined as the non-priority vehicle. Based on the position information and the speed information received by the communication unit 21 from the

vehicles

100a and 100b, respectively, the control unit 22 predicts the position where the vehicle 100a and the vehicle 100b are close to each other. For example, the control unit 22 predicts that the position where the vehicle 100a and the vehicle 100b are close to each other is in the tunnel T. In this case, the control unit 22 selects the shelter section Za (2) as the section Z where the vehicle 100a and the vehicle 100b pass each other. After that, the control unit 22 calculates the speed required for the vehicle 100a and the vehicle 100b to reach the shelter section Za (2) at the same time for each of the vehicle 100a and the vehicle 100b.

(Vehicle configuration)
Next, the configuration of the vehicle 100 according to the second embodiment will be described. The diagram showing the configuration of the vehicle 100 according to the second embodiment is the same as the diagram showing the configuration of the vehicle 100 according to the first embodiment. Therefore, the configuration of the vehicle 100 according to the second embodiment will be described below with reference to FIG.

The wireless communication method of the communication unit 11 may be a method compliant with the T109 standard of ARIB, a method compliant with the V2X standard of 3GPP, and / or a method compliant with a wireless LAN standard such as the IEEE 802.11 series. The communication unit 11 may be configured to be compatible with all of these communication standards.

Further, when the communication unit 11 receives the road-to-vehicle communication message including the speed control information, the movement parameter, the selected section information, and the road alignment information, the control unit 15 indicates the speed control information up to the section Z indicated by the selected section information. The drive control unit 14 is controlled so as to move at a speed. After that, when the own vehicle enters the section Z, the control unit 15 controls the movement path and the movement speed in the section Z based on the movement parameters. Further, the control unit 15 may control the notification unit 13 so as to notify the occupant of the information included in the road-to-vehicle communication message.

(Operation example of roadside machine)
Next, an operation example of the roadside machine 200 according to the second embodiment will be described. FIG. 7 is a diagram showing an operation example of the roadside machine 200 according to the second embodiment in the system configuration shown in FIG.

As shown in FIGS. 7, in steps S21 and S22, the communication unit 21 of the roadside unit 200 receives vehicle type information, operation status information, and position from each of the vehicle 100a (first vehicle) and the vehicle 100b (second vehicle). Receive information and speed information. The order of steps S21 and S22 is not limited to the order shown in FIG.

In step S23, the control unit 22 of the roadside machine 200 determines the priority vehicle from the

vehicles

100a and 100b based on the vehicle type information and the operation status information received from the

vehicles

100a and 100b in steps S21 and S22. Here, the description will proceed on the assumption that the vehicle 100a is determined as the priority vehicle.

In step S24, the control unit 22 of the roadside machine 200 determines the vehicle 100a and the vehicle based on the position information and speed information received from the

vehicles

100a and 100b in steps S21 and S22 and the determination result of the priority vehicle in step S23. From the section Z between the vehicle 100b and the vehicle 100b, the section Z in which the vehicle 100a and the vehicle 100b pass each other is selected. Here, the explanation will proceed on the assumption that the shelter section Za (2) has been determined as the priority vehicle.

In step S25, the control unit 22 of the roadside machine 200 calculates the speed required for the vehicle 100a and the vehicle 100b to reach the section Z selected in step S24 at the same time for each of the vehicle 100a and the vehicle 100b. .. For example, the control unit 22 of the roadside machine 200 calculates the distance 1 between the vehicle 100a and the shelter section Za (2) and the distance 2 between the vehicle 100b and the shelter section Za (2). Then, the control unit 22 calculates the first speed for the vehicle 100a to reach the shelter section Za (2) after the time T from the distance 1 and the time T, and the vehicle arrives at the shelter section Za (2) after the time T. The second velocity for 100b to reach is calculated from the distance 2 and the time T. The control unit 22 generates the first speed control information indicating the calculated first speed and the second speed control information indicating the calculated second speed.

In step S26, the control unit 22 of the roadside machine 200 determines the movement parameters of the vehicle 100a and the vehicle 100b in the shelter section Za (2). The movement parameters include at least one of the movement route and the movement speed in the shelter section Za (2). Here, the control unit 22 of the roadside machine 200 determines at least one of the width and length of the shelter area X of the shelter section Za (2) stored in the memory 22b and the priority vehicle in step S23. Based on the result, the first movement parameter which is the movement parameter of the vehicle 100a in the shelter section Za (2) and the second movement parameter which is the movement parameter of the vehicle 100b in the shelter section Za (2) are determined. ..

In step S27, the communication unit 21 of the roadside machine 200 transmits a road-to-vehicle communication message including the first speed control information and the first movement parameter to the vehicle 100a. The communication unit 21 of the roadside unit 200 may further include the selected section information and the road alignment information in the road-to-vehicle communication message.

In step S28, the communication unit 21 of the roadside machine 200 transmits a road-to-vehicle communication message including the second speed control information and the second movement parameter to the vehicle 100b. The communication unit 21 of the roadside unit 200 may further include the selected section information and the road alignment information in the road-to-vehicle communication message.

Note that the order of steps S27 and S28 is not limited to the order shown in FIG.

When the vehicle 100a receives the roadside communication message including the first speed control information and the first movement parameter from the roadside unit 200, the vehicle 100a is controlled to move at the first speed indicated by the first speed control information. After that, when the own vehicle enters the section Z passing the vehicle 100b, the vehicle 100a controls the movement route and the movement speed in the section Z based on the first movement parameter.

Further, when the vehicle 100b receives the road-to-vehicle communication message including the second speed control information and the second movement parameter from the roadside unit 200, the vehicle 100b is controlled to move at the second speed indicated by the second speed control information. After that, when the own vehicle enters the section Z passing the vehicle 100a, the vehicle 100b controls the movement route and the movement speed in the section Z based on the second movement parameter.

[Third Embodiment]
The intelligent transportation system as in Non-Patent Document 1 has room for improvement in that it enables efficient operation of vehicles belonging to public transportation such as buses.

Therefore, the third embodiment enables efficient operation of vehicles belonging to public transportation.

The transportation communication system according to the third embodiment will be described with reference to the drawings. In the description of the drawings below, the same or similar parts are designated by the same or similar reference numerals. The differences between the third embodiment and the first and second embodiments will be mainly described.

(Composition of transportation communication system)
First, the configuration of the transportation communication system according to the third embodiment will be described. FIG. 8 is a diagram showing a configuration of a transportation communication system 2 according to a third embodiment.

As shown in FIG. 8, the traffic communication system 2 includes a vehicle 100 passing through the road R and a roadside machine 200 which is a base station installed on the road side of the road R. In FIG. 8,

vehicles

100A and 100B are illustrated as the vehicle 100, and

roadside machines

200A and 200B are illustrated as the roadside machine 200. Although the vehicle 100 is an example of a vehicle such as an ordinary vehicle or a light vehicle, it may be a vehicle that passes through the road R, for example, a motorcycle (motorcycle) or the like.

Each vehicle 100 is equipped with an in-vehicle device 150, which is a mobile station that performs wireless communication. The on-board unit 150 performs road-to-vehicle communication with the roadside unit 200.

The roadside machine 200 is installed around the road R. The roadside machine 200 may be installed at each intersection on a general road or on the roadside of an expressway, but the case where the roadside machine 200 is installed around an intersection will be mainly described below.

In the example shown in FIG. 8, the roadside unit 200A is installed on the traffic signal (traffic signal lamp) 700 or its support, and operates in cooperation with the traffic signal 700. For example, the roadside unit 200A transmits a radio signal including signal information regarding the traffic signal 700 to the vehicle 100 (vehicle-mounted unit 150).

For such road-to-vehicle communication, wireless communication by broadcasting to an unspecified number of destinations may be used. Alternatively, for road-to-vehicle communication, wireless communication by multicast with a specific majority as a destination may be used, or wireless communication by unicast with a specific singular as a destination may be used.

Each roadside unit 200 is connected to the central device 400 via a communication line. A vehicle detector installed on the roadside may be connected to the central device 400 via a communication line. The central device 400 receives vehicle information from each roadside unit 200, including the position and speed of the vehicle 100 received by the roadside unit 200 from the on-board unit 150. The central device 400 may further receive vehicle detection information from roadside sensors installed on each road R. The central device 400 collects and processes various types of traffic information based on the received information, and integrates and manages road traffic.

FIG. 9 is a diagram showing an example of an application scenario of the transportation communication system 2 according to the third embodiment.

As shown in FIG. 9, the road R is a road where it is difficult for the vehicle 100 to pass each other, for example, a one-lane road. In the third embodiment, an example in which the road R is a bus-only road will be mainly described, but the road R may be a general road.

In the example shown in FIG. 9, a vehicle 100a passing through the road R in the D1 direction and a vehicle 100b passing through the road R in the direction opposite to the D1 direction are illustrated. In the following, an example in which the vehicle 100 is a bus will be mainly described, but the vehicle 100 may be any vehicle as long as it belongs to public transportation.

A plurality of sections Z having a shunting area are provided on the road R at intervals. These plurality of sections Z include a plurality of shelter sections Za (shelter sections Za (1) to Za (3)) and a bus stop section Zb. The shunting area is an area extending toward the outside of the road R, and is an area for allowing the vehicles 100 to pass each other in the section Z. The section other than the section Z on the road R is an alternating traffic section in which it is difficult for the vehicle 100 to pass each other.

Further, on the road R, a traffic signal 700 is provided for each section Z. The traffic signal 700 is an example of a traffic safety device provided on the road R. Hereinafter, an example in which the traffic safety device is a traffic signal 700 indicating whether or not the vehicle can pass through will be described, but the traffic safety device may be a barrier device that physically restricts the passage by a blocking gate.

The traffic signal 700 is used for traffic control so that there is only one vehicle 100 passing through the alternating traffic section. Specifically, for each section Z, a traffic signal 700D1 that determines whether or not the vehicle can pass in the D1 direction and a traffic signal 700D2 that determines whether or not the vehicle can pass in the D2 direction are provided.

The bus stop section Zb is provided with a bus stop S for passengers to get off from the vehicle 100 and passengers to get on the vehicle 100. When the vehicle 100 is used as a substitute for a railway, the stop S can be regarded as equivalent to a railway station.

Each vehicle 100 automatically operates according to the control from the roadside machine 200. The automatic driving may be one in which only a part of the driving operation of the vehicle 100 is automated. Alternatively, each vehicle 100 may be manually operated with assistance from the roadside machine 200.

The roadside unit 200 performs road-to-vehicle communication with the vehicle 100 passing through the road R, and controls the traffic signal 700 according to the road-to-vehicle communication. For example, the roadside unit 200 causes each traffic signal 700 to constantly display a light color (that is, a red light color) indicating that traffic is prohibited. However, the roadside machine 200 displays a light color (that is, a blue light color) indicating a passage permit on the traffic signal 700 corresponding to the shelter section Za before the vehicle 100 reaches the shelter section Za. .. As a result, the roadside machine 200 allows the vehicle 100 to pass the next alternating traffic section of the shelter section Za.

However, when such signal control is performed, the roadside unit 200 can display a blue light color on the traffic signal 700 corresponding to the stop section Zb before the vehicle 100 reaches the stop section Zb. For example, in the example shown in FIG. 9, the roadside machine 200 may display a blue light color on the traffic signal 700D1 corresponding to the stop section Zb before the vehicle 100a reaches the stop section Zb.

As a result, the vehicle 100a can pass through the stop section Zb without stopping at the stop S even if there are passengers waiting to board the vehicle (that is, passengers scheduled to board the vehicle 100a). Therefore, the roadside machine 200 solves such a problem by performing signal control in consideration of passengers waiting to board the bus stop S. In the following, a case where the roadside machine 200 controls the traffic signal 700D1 corresponding to the stop section Zb in front of the vehicle 100a will be mainly described.

(Structure of roadside machine)
Next, the configuration of the roadside machine 200 according to the third embodiment will be described. FIG. 10 is a diagram showing the configuration of the roadside machine 200 according to the third embodiment.

As shown in FIG. 10, the roadside machine 200 has a first communication unit 24, a control unit 22, and a second communication unit 25.

The first communication unit 24 has an antenna 21a, a reception unit 24b, and a transmission unit 24c, and performs wireless communication via the antenna 21a. The first communication unit 24 performs road-to-vehicle communication with the vehicle 100 (vehicle-mounted device 150).

The first communication unit 24 has a reception unit 24b that converts the radio signal received by the antenna 21a into received data and outputs the radio signal to the control unit 22. Further, the first communication unit 24 has a transmission unit 24c that converts the transmission data output by the control unit 22 into a wireless signal and transmits it from the antenna 21a.

The wireless communication method of the first communication unit 24 is a method compliant with the T109 standard of ARIB (Association of Radio Industries and Businesses), and a V2X (Vehice-based) compliant method of 3GPP (Third Generation Partnership Project). And / or a method conforming to a wireless LAN (Local Area Network) standard such as IEEE (Institut of Electrical and Electricals Engineers) 802.11 series may be used. The first communication unit 24 may be configured to be compatible with all of these communication standards.

The memory 22b stores in advance stop position information indicating the position of the stop section Zb (stop S) and schedule information indicating the operation schedule of each vehicle 100, and these information are used for information processing by the processor 22a. The memory 22b may store the schedule information for each vehicle 100. For example, the memory 22b stores the schedule information in which the identification information of the vehicle 100 and the time when the vehicle 100 should arrive at the stop S are associated with each other.

The second communication unit 25 is connected to the traffic signal 700 by wire or wirelessly. In the traffic signal 700, the signal controller and the signal lamp may be provided separately, or the signal controller and the signal lamp may be integrally configured. The second communication unit 25 outputs a control command for switching the signal light color of the traffic signal 700 to the traffic signal 700 under the control of the control unit 22.

The second communication unit 25 is connected to the central device 400 by wire or wirelessly. The central device 400 collects various traffic information based on the information received from the roadside unit 200, and integrates and manages the road traffic.

The second communication unit 25 is connected to the detection device 800 by wire or wirelessly. The detection device 800 is provided at the stop S and is a device for detecting passengers waiting to board. The detection device 800 includes a motion sensor, a push button, an RF reader, and / or a sensor such as a camera.

In the roadside unit 200 configured in this way, as shown in FIG. 9, the first communication unit 24 wirelessly communicates with the vehicle 100a that can stop at the stop S provided on the road R (that is, road-to-vehicle communication). I do.

The second communication unit 25 receives boarding schedule information regarding passengers scheduled to board the vehicle 100a from the detection device 800 provided at the stop S. The boarding schedule information may be information indicating whether or not there are passengers waiting to board the bus stop S, or may be information indicating the number of passengers waiting to board the bus stop S. For example, when the detection device 800 includes an RF reader, the detection device 800 can identify the number of passengers waiting for boarding by using the information read from the IC card of each passenger by the detection device 800. Alternatively, when the detection device 800 includes a camera, the detection device 800 can identify the number of passengers waiting for boarding by performing image recognition on the image obtained by the camera.

The control unit 22 detects the approach of the vehicle 100a to the stop S based on the information received by the first communication unit 24 from the vehicle 100a. The information received from the vehicle 100a by the first communication unit 24 includes at least one of the identification information of the vehicle 100a, the position information of the vehicle 100a, the speed information of the vehicle 100a, and the moving direction information of the vehicle 100a.

After detecting the approach of the vehicle 100a to the stop S, the control unit 22 detects the approach of the vehicle 100a, and then based on the boarding schedule information received from the detection device 800 by the second communication unit 25, the traffic provided on the road R around the stop S. Controls the traffic light 700D1. Specifically, when there are passengers waiting to board the bus stop S, the control unit 22 causes the traffic signal 700D1 to display a light color (that is, a red light color) indicating that no traffic is allowed. As a result, when there are passengers waiting to board the bus stop S, the vehicle 100a can be stopped at the bus stop S.

In the third embodiment, the first communication unit 24 receives the disembarkation schedule information regarding the passengers scheduled to disembark at the stop S from the vehicle 100a. The disembarkation schedule information may be information indicating whether or not there are passengers scheduled to disembark at the stop S, or may be information indicating the number of passengers scheduled to disembark at the stop S.

The control unit 22 controls the traffic signal 700D1 based on the boarding schedule information received from the detection device 800 by the second communication unit 25 and the disembarkation schedule information received by the first communication unit 24 from the vehicle 100a.

For example, the control unit 22 determines that neither the passengers scheduled to board nor the passengers scheduled to disembark exist based on the boarding schedule information and the disembarking schedule information, so that the traffic 100a is allowed to proceed. Controls the traffic light 700D1. Specifically, the control unit 22 causes the traffic signal 700D1 to display a light color (that is, a blue light color) indicating a passage permit.

On the other hand, the control unit 22 traffic so as to stop the vehicle 100a according to the determination that at least one of the passengers scheduled to board and the passengers scheduled to disembark exists based on the boarding schedule information and the disembarkation schedule information. Controls the traffic light 700D1. Specifically, the control unit 22 causes the traffic signal 700D1 to display a light color (that is, a red light color) indicating that traffic is prohibited.

The control unit 22 may perform signal control in consideration of schedule information indicating the operation schedule of the vehicle 100a. For example, the control unit 22 acquires the schedule information corresponding to the identification information received from the vehicle 100a by the first communication unit 24 from the memory 22b, and compares the time when the vehicle 100a should arrive at the bus stop S with the current time. In this way, the control unit 22 determines whether or not the vehicle 100a is delayed with respect to the operation schedule.

When the control unit 22 determines that neither the passengers scheduled to board nor the passengers scheduled to disembark exist, and determines that the vehicle 100a is delayed with respect to the operation schedule, the progress of the vehicle 100a Control the traffic signal 700D1 to allow. As a result, the vehicle 100a can continue to pass on the road R without stopping at the stop S, so that the delay can be easily eliminated.

On the other hand, when the control unit 22 determines that neither the passengers scheduled to board nor the passengers scheduled to disembark exist, and the vehicle 100a determines that there is no delay with respect to the operation schedule, the vehicle 100a The traffic signal 700D1 is controlled so as to stop. When the vehicle 100a is operating according to the operation schedule, it is less necessary to skip the stop S. Further, since there is a possibility that there are passengers waiting for boarding outside the detection range of the detection device 800, it is preferable that the vehicle 100a stops at the stop S when the vehicle 100a is operating according to the operation schedule.

Note that the control unit 22 may control the first communication unit 24 so as to transmit signal information indicating the signal light color of the traffic signal 700D1 to the vehicle 100a. For example, the control unit 22 periodically transmits signal information from the first communication unit 24.

(Vehicle configuration)
Next, the configuration of the vehicle 100a according to the third embodiment will be described. FIG. 11 is a diagram showing the configuration of the vehicle 100a according to the third embodiment.

As shown in FIG. 11, the vehicle 100a has a communication unit 11, a GNSS receiver 12, a notification unit 13, a drive control unit 14, and a control unit 15. The communication unit 11, the GNSS receiver 12, and the control unit 15 constitute an on-board unit 150. The on-board unit 150 is an example of a mobile station.

Under the control of the control unit 15, the communication unit 11 transmits at least one of the identification information of the vehicle 100a, the position information of the vehicle 100a, the speed information of the vehicle 100a, and the moving direction information of the vehicle 100a to the roadside machine 200. ..

The GNSS receiver 12 performs positioning based on the GNSS satellite signal, and outputs GNSS position information indicating the current geographical position (latitude / longitude) of the vehicle 100a to the control unit 15. The GNSS position information is used as the above-mentioned position information, and is also used for generating the above-mentioned velocity information and movement direction information.

The notification unit 13 notifies the driver of the vehicle 100a of information under the control of the control unit 15. The notification unit 13 has a display 13a for displaying information and a speaker 13b for outputting information by voice. The notification unit 13 may notify the information (for example, signal information) received from the roadside unit 200 by the communication unit 11.

The drive control unit 14 controls an engine or motor as a power source, a power transmission mechanism, a brake, and the like. When the vehicle 100a is an autonomous driving vehicle, the drive control unit 14 may control the drive of the vehicle 100a in cooperation with the control unit 15.

The control unit 15 controls various functions in the vehicle 100a (vehicle-mounted device 150). The control unit 15 has at least one memory 15b and at least one processor 15a electrically connected to the memory 15b. The memory 15b includes a volatile memory and a non-volatile memory, and stores information used for processing in the processor 15a and a program executed by the processor 15a. The processor 15a performs various processes by executing the program stored in the memory 15b.

The control unit 15 controls the communication unit 11 so as to generate the disembarkation schedule information regarding the passengers scheduled to disembark at the stop S and transmit the disembarkation schedule information to the roadside unit 200. For example, the control unit 15 generates disembarkation schedule information based on the passenger's operation on the disembarkation push button provided on the vehicle 100a.

(Operation example of transportation communication system)
Next, an operation example of the transportation communication system 2 according to the third embodiment will be described. FIG. 12 is a diagram showing an operation example of the transportation communication system 2 according to the third embodiment.

As shown in FIG. 12, in step S101, the first communication unit 24 of the roadside machine 200 transmits the stop position information to the vehicle 100a. In the vehicle 100a, the communication unit 11 receives the stop position information, and the control unit 15 detects the approach of the vehicle 100a to the stop S (step S102).

In step S103, the control unit 15 of the vehicle 100a acquires the disembarkation schedule information, the position information, and the moving direction information.

In step S104, the control unit 15 of the vehicle 100a transmits the disembarkation schedule information, the position information, and the moving direction information from the communication unit 11 to the roadside unit 200. The first communication unit 24 of the roadside unit 200 receives the disembarkation schedule information, the position information, and the moving direction information.

In step S105, the control unit 22 of the roadside machine 200 detects the approach of the vehicle 100a to the stop S based on the received position information and movement direction information.

In step S106, the control unit 22 of the roadside unit 200 acquires boarding schedule information from the detection device 800 via the second communication unit 25.

In step S107, the control unit 22 of the roadside machine 200 determines whether or not to stop the vehicle 100a at the stop S based on the disembarkation schedule information from the vehicle 100a and the boarding schedule information from the detection device 800. As described above, the operation schedule of the vehicle 100a may also be taken into consideration in this determination.

In step S108, the control unit 22 of the roadside unit 200 outputs a control command to the traffic signal 700 via the second communication unit 25 according to the determination result in step S107. The traffic signal 700 switches the light color based on this control command.

In step S109, the control unit 22 of the roadside unit 200 transmits signal information from the first communication unit 24 to the vehicle 100a.

(Example of changing the operation of the transportation communication system in the third embodiment)
Next, the difference from the above-described operation will be mainly described with respect to the modified example of the operation of the transportation communication system 2 in the third embodiment.

In the operation of the traffic communication system 2 described above, the roadside machine 200 side determines whether or not to stop the vehicle 100a at the stop S, but in this modified example, such a determination is performed on the vehicle 100a side. In this modification, the roadside machine 200 does not have to perform the signal control as described above.

FIG. 13 is a diagram showing an example of an application scenario of the transportation communication system 2 according to this modified example. As shown in FIG. 13,

vehicles

100a and 100b are passing on a two-lane road R in the same direction. The vehicle 100a is a bus, and the vehicle 100b is a general vehicle. There is a stop S in front of the vehicle 100a. The above-mentioned detection device 800 is provided at the stop S.

Here, the operation of the vehicle 100a according to this modification will be described with reference to FIG. As shown in FIG. 11, in the vehicle 100a, the receiving unit 11b receives the boarding schedule information regarding the passengers scheduled to board the vehicle 100a at the stop S from the roadside machine 200. When the control unit 15 detects the approach of the vehicle 100a to the bus stop S, the control unit 15 determines whether or not to stop the vehicle 100a at the bus stop S based on the boarding schedule information. Specifically, the control unit 15 determines that the vehicle 100a is stopped at the bus stop S when there are passengers waiting to board the bus stop S. As a result, when there are passengers waiting to board the bus stop S, the vehicle 100a can be stopped at the bus stop S.

When the control unit 15 decides to stop the vehicle 100a at the bus stop S, the notification unit 13 may notify the fact, or the control unit 15 operates in cooperation with the drive control unit 14 so as to stop the vehicle 100a at the bus stop S. May be controlled. On the other hand, when the control unit 15 decides not to stop the vehicle 100a at the stop S, the notification unit 13 may notify the fact, and the control unit 15 cooperates with the drive control unit 14 so as not to stop the vehicle 100a at the stop S. You may control the operation.

In addition, the control unit 15 acquires the disembarkation schedule information regarding the passengers who are scheduled to disembark at the stop S. The control unit 15 determines whether or not to stop the vehicle 100a at the stop S based on the boarding schedule information and the disembarking schedule information in the same manner as in the third embodiment described above. Specifically, the control unit 15 stops the vehicle 100a at the stop S in response to the determination that neither the passengers scheduled to board nor the passengers scheduled to disembark exist based on the boarding schedule information and the disembarking schedule information. Decide not to let. On the other hand, the control unit 15 stops the vehicle 100a at the stop S in response to the determination that at least one of the passengers scheduled to board and the passengers scheduled to disembark exists based on the boarding schedule information and the disembarkation schedule information. To decide.

The control unit 15 may determine whether or not the vehicle 100a is delayed with respect to the operation schedule based on the schedule information indicating the operation schedule of the vehicle 100a. The control unit 15 determines that neither the passengers scheduled to board nor the passengers scheduled to disembark exist, and when it is determined that a delay has occurred, the vehicle 100a is not stopped at the stop S. On the other hand, the control unit 15 determines that the vehicle 100a is stopped at the stop S when it is determined that neither the passengers scheduled to board nor the passengers scheduled to disembark exist and no delay has occurred. To do.

In this modification, the communication unit 11 may perform wireless communication (that is, vehicle-to-vehicle communication) with another vehicle 100b. When the control unit 15 determines that the vehicle 100a is to be stopped at the bus stop S, the control unit 15 predicts the start timing at which the vehicle 100a starts after the vehicle 100a is stopped at the bus stop S. Then, the control unit 15 transmits information indicating the remaining time until the predicted start timing from the transmission unit 11c to the other vehicle 100b by wireless communication.

Here, the control unit 15 predicts the start timing based on at least one of the schedule information, the boarding schedule information, and the disembarking schedule information.

For example, the control unit 15 predicts the scheduled start time included in the schedule information as the start timing, and sets the difference between the stop timing at which the vehicle 100a is stopped at the stop S and the predicted start timing as the remaining time until the start timing. Is transmitted from the transmission unit 11c as the initial value of, and then periodically transmitted from the transmission unit 11c while reducing the remaining time.

The control unit 15 may correct the scheduled start time included in the schedule information by using at least one of the boarding schedule information and the disembarking schedule information. For example, the control unit 15 may correct the scheduled start time to be delayed as the number of scheduled riders indicated by the boarding schedule information increases, and predict the start timing. Similarly, the control unit 15 may correct the scheduled start time to be delayed as the number of people scheduled to disembark indicated by the disembarkation schedule information increases, and predict the start timing.

In this way, by transmitting the information indicating the remaining time until the predicted start timing from the transmission unit 11c to the other vehicle 100b, the vehicle 100b following the vehicle 100a can grasp when the vehicle 100a starts. Therefore, dangerous driving such as overtaking the vehicle 100a is less likely to occur.

FIG. 14 is a diagram showing an operation example of the transportation communication system 2 according to this modified example.

As shown in FIG. 14, in step S201, the first communication unit 24 of the roadside unit 200 transmits the stop position information to the vehicle 100a. In the vehicle 100a, the communication unit 11 receives the stop position information, and the control unit 15 detects the approach of the vehicle 100a to the stop S (step S202).

In step S203, the control unit 15 of the vehicle 100a acquires the disembarkation schedule information, the position information, and the moving direction information.

In step S204, the control unit 15 of the vehicle 100a transmits the position information and the moving direction information from the communication unit 11 to the roadside unit 200. The first communication unit 24 of the roadside unit 200 receives the position information and the moving direction information.

In step S205, the control unit 22 of the roadside machine 200 detects the approach of the vehicle 100a to the stop S based on the received position information and movement direction information.

In step S206, the control unit 22 of the roadside unit 200 acquires boarding schedule information from the detection device 800 via the second communication unit 25.

In step S207, the control unit 22 of the roadside machine 200 transmits the acquired boarding schedule information from the first communication unit 24 to the vehicle 100a. The communication unit 11 of the vehicle 100a receives the boarding schedule information.

In step S208, the control unit 15 of the vehicle 100a determines whether or not to stop the vehicle 100a at the stop S based on the disembarkation schedule information and the boarding schedule information from the roadside machine 200. As described above, the operation schedule of the vehicle 100a may also be taken into consideration in this determination.

In step S209, the control unit 15 of the vehicle 100a stops the vehicle 100a at the bus stop S and predicts the start timing after the vehicle 100a stops at the bus stop S, according to the determination result in the step S208.

In step S210, the control unit 15 of the vehicle 100a transmits information indicating the remaining time until the predicted start timing from the transmission unit 11c to the other vehicle 100b by wireless communication.

[Other Embodiments]
In the first embodiment, the center facility 500 may execute at least one of the processes of steps S4 and S5 shown in FIG. In this case, the control unit 22 of the roadside machine 200 may be provided in the center equipment 500.

In the second embodiment, the center facility 500 may execute at least one of the processes of steps S23 to S26 shown in FIG. In this case, the control unit 22 of the roadside machine 200 may be provided in the center equipment 500.

A program for causing a computer to execute each process performed by the vehicle 100a (vehicle-mounted device 150) or the roadside device 200 may be provided. The program may be recorded on a computer-readable medium. Computer-readable media can be used to install programs on a computer. Here, the computer-readable medium on which the program is recorded may be a non-transient recording medium. The non-transient recording medium is not particularly limited, but may be, for example, a recording medium such as a CD-ROM or a DVD-ROM.

Further, a circuit for executing each process performed by the on-board unit 150 or the roadside unit 200 may be integrated, and at least a part of the on-board unit 150 or the roadside unit 200 may be configured as a semiconductor integrated circuit (chipset, SoC).

Although the embodiments have been described in detail with reference to the drawings above, the specific configuration is not limited to the above, and various design changes and the like can be made within a range that does not deviate from the gist.

This application applies to Japanese Patent Application No. 2019-119152 (filed on June 26, 2019), Japanese Patent Application No. 2019-119154 (filed on June 26, 2019), and Japanese Patent Application No. 2019-119155. Claims the priority of issue (filed June 26, 2019), all of which is incorporated herein by reference.

Claims

A base station that communicates with a vehicle passing in either the first direction or the second direction facing the first direction on the road.
On the road
A bidirectional section in which both the first direction and the second direction can pass at the same time,
There is a one-way section in which both of the above cannot pass at the same time and one of the first direction and the second direction can pass.
A communication unit that communicates with a plurality of vehicles passing on the road,
A control unit that determines, based on the communication, a priority vehicle that can preferentially pass through the road without stopping in the bidirectional section from the plurality of vehicles.
The control unit is a base station that controls the oncoming vehicle to stop in advance in both directions before the priority vehicle approaches the oncoming vehicle.
The communication unit receives vehicle type information from each of the plurality of vehicles, and receives vehicle type information.
The base station according to claim 1, wherein the control unit determines the priority vehicle based on the vehicle type information.
The road is a bus-only road and
The base station according to claim 2, wherein the control unit determines the express bus as the priority vehicle when the plurality of vehicles include an express bus.
The base according to claim 2, wherein when the control unit determines that the plurality of vehicles include a bus or an emergency vehicle based on the vehicle type information, the control unit determines the bus or the emergency vehicle as the priority vehicle. Station.
The road is a bus-only road and
The communication unit receives operation status information from each of the plurality of vehicles, and receives operation status information.
1. When the control unit determines that a bus having a delay with respect to the operation schedule is included in the plurality of vehicles based on the operation status information, the control unit determines the bus as the priority vehicle. The base station according to any one of 4 to 4.
The communication unit receives position information and speed information from each of the plurality of vehicles, and receives the position information and the speed information.
When a plurality of the bidirectional sections are provided on the road at intervals, the control unit sets the bidirectional section for stopping the oncoming vehicle from the plurality of bidirectional sections based on the position information and the speed information. The base station according to any one of claims 1 to 5, which is selected.
The control unit controls the communication unit so as to transmit a message for stopping the oncoming vehicle in the bidirectional sections to the oncoming vehicle.
The base station according to claim 6, wherein the message includes information indicating the bidirectional section selected from the plurality of bidirectional sections.
It also has an interface for communicating with traffic lights,
The base station according to claim 6, wherein the control unit controls the traffic signal corresponding to the selected bidirectional section so as to stop the oncoming vehicle in the bidirectional section.
A base station that communicates with a plurality of vehicles passing through either the first direction and the second direction facing the first direction on the road.
On the road
A bidirectional section in which both the first direction and the second direction can pass at the same time,
There is a one-way section in which both of the above cannot pass at the same time and one of the first direction and the second direction can pass.
A control unit that determines, based on the communication, a priority vehicle that can preferentially pass through the road without stopping in the bidirectional section from the plurality of vehicles.
The control unit is a traffic communication system that controls the oncoming vehicle to be stopped in advance in both directions before the priority vehicle approaches the oncoming vehicle.
The base station communicates with a plurality of vehicles passing in either the first direction or the second direction facing the first direction on the road.
On the road
A bidirectional section in which both the first direction and the second direction can pass at the same time,
There is a one-way section in which both of the above cannot pass at the same time and one of the first direction and the second direction can pass.
From the plurality of vehicles, a priority vehicle capable of preferentially passing on the road without stopping in both directions is determined based on the communication.
A traffic communication method including controlling to stop the oncoming vehicle in advance in both directions before the priority vehicle approaches the oncoming vehicle.
A communication unit that receives position information from each of a first vehicle passing through either the first direction or the second direction facing the first direction on the road and a second vehicle that is an oncoming vehicle of the first vehicle. ,
On the road
A bidirectional section in which both the first direction and the second direction can pass at the same time,
There is a one-way section in which both of the above cannot pass at the same time and one of the first direction and the second direction can pass.
When the bidirectional section exists between the first vehicle and the second vehicle, it is necessary for the first vehicle and the second vehicle to reach the bidirectional section at the same time based on the position information. It is provided with a control unit for calculating the speed to be determined for each of the first vehicle and the second vehicle.
The communication unit transmits the first speed control information indicating the speed calculated for the first vehicle to the first vehicle, and the second speed control information indicating the speed calculated for the second vehicle is transmitted to the first vehicle. 2 A base station that transmits to vehicles.
The control unit determines the movement parameters of the first vehicle and the second vehicle in both directions, respectively.
The movement parameter includes at least one of the movement path and the movement speed in the bidirectional section.
The communication unit transmits the first movement parameter, which is the movement parameter determined for the first vehicle, to the first vehicle, and the second parameter, which is the movement parameter determined for the second vehicle, is transmitted to the first vehicle. The base station according to claim 11, which is transmitted to a vehicle.
Further, a storage unit for storing information on at least one of the width and length of the shunting area included in the bidirectional section is provided.
The base station according to claim 12, wherein the control unit determines the movement parameters of the first vehicle and the second vehicle in the bidirectional section based on the information stored in the storage unit.
The communication unit receives vehicle type information from each of the first vehicle and the second vehicle, and receives vehicle type information.
The base station according to any one of claims 11 to 13, wherein the control unit determines a priority vehicle that can be preferentially passed within the bidirectional section based on the vehicle type information.
The road is a bus-only road and
The base station according to claim 14, wherein when the first vehicle and the second vehicle include an express bus, the control unit determines the express bus as the priority vehicle.
The control unit determines that the bus or the emergency vehicle is the priority vehicle when it determines that the first vehicle and the second vehicle include a bus or an emergency vehicle based on the vehicle type information. 14. The base station according to 14.
The road is a bus-only road and
The communication unit receives operation status information from each of the first vehicle and the second vehicle, and receives operation status information.
When the control unit determines that a bus having a delay with respect to the operation schedule is included in the first vehicle and the second vehicle based on the operation status information, the control unit determines the bus as the priority vehicle. The base station according to any one of claims 14 to 16.
The communication unit further receives speed information from each of the first vehicle and the second vehicle, and receives speed information.
The control unit
When a plurality of the bidirectional sections are provided on the road at intervals, the bidirectional sections in which the first vehicle and the second vehicle pass each other from the plurality of bidirectional sections are selected based on the position information and the speed information. Selected,
Claims 11 to 17, wherein the speed required for the first vehicle and the second vehicle to reach the selected bidirectional section at the same time is calculated for each of the first vehicle and the second vehicle. The base station according to any one item.
The control unit selects the bidirectional section in which the first vehicle and the second vehicle pass each other from the plurality of bidirectional sections based on the position information, the speed information, and the determination result of the priority vehicle. The base station according to claim 8, wherein any one of claims 14 to 17 is cited.
A base station that receives position information from each of a first vehicle passing through either the first direction or the second direction facing the first direction on the road and a second vehicle that is an oncoming vehicle of the first vehicle. ,
On the road
A bidirectional section in which both the first direction and the second direction can pass at the same time,
There is a one-way section in which both of the above cannot pass at the same time and one of the first direction and the second direction can pass.
When the bidirectional section exists between the first vehicle and the second vehicle, it is necessary for the first vehicle and the second vehicle to reach the bidirectional section at the same time based on the position information. It is provided with a control unit for calculating the speed to be determined for each of the first vehicle and the second vehicle.
The base station transmits the first speed control information indicating the speed calculated for the first vehicle to the first vehicle, and the second speed control information indicating the speed calculated for the second vehicle is transmitted to the first vehicle. 2 A traffic communication system that transmits to vehicles.
The base station receives position information from each of the first vehicle passing through either the first direction or the second direction facing the first direction on the road and the second vehicle which is the oncoming vehicle of the first vehicle. That and
On the road
A bidirectional section in which both the first direction and the second direction can pass at the same time,
There is a one-way section in which both of the above cannot pass at the same time and one of the first direction and the second direction can pass.
When the bidirectional section exists between the first vehicle and the second vehicle, it is necessary for the first vehicle and the second vehicle to reach the bidirectional section at the same time based on the position information. To calculate the speed to be determined for each of the first vehicle and the second vehicle,
The base station transmits the first speed control information indicating the speed calculated for the first vehicle to the first vehicle, and the second speed control information indicating the speed calculated for the second vehicle is transmitted to the base station. A traffic communication method including the transmission to the second vehicle.
The first communication unit that performs wireless communication with vehicles that can stop at a stop on the road,
A second communication unit that receives boarding schedule information regarding passengers scheduled to board the vehicle from a detection device provided at the bus stop.
A control unit for controlling a traffic safety device provided around the bus stop is provided.
The control unit is a base station that controls the traffic safety device so as to advance or stop the vehicle based on the boarding schedule information after detecting the approach of the vehicle to the stop.
The first communication unit receives the disembarkation schedule information regarding the passengers scheduled to disembark at the stop from the vehicle, and receives the disembarkation schedule information.
The base station according to claim 22, wherein the control unit controls the traffic safety device so as to advance or stop the vehicle based on the boarding schedule information and the disembarkation schedule information.
Based on the boarding schedule information and the disembarkation schedule information, the control unit permits the vehicle to proceed in response to the determination that neither the passenger scheduled to board the passenger nor the passenger scheduled to disembark exists. 23. The base station according to claim 23, which controls the traffic safety device.
The control unit determines whether or not the vehicle is delayed with respect to the operation schedule based on the schedule information indicating the operation schedule of the vehicle.
When the control unit determines that neither the passenger scheduled to board nor the passenger scheduled to disembark exists.
When it is determined that the delay has occurred, the traffic safety device is controlled so as to allow the vehicle to proceed.
24. The base station according to claim 24, which controls the traffic safety device so as to stop the vehicle when it is determined that the delay has not occurred.
The control unit stops the vehicle in response to determining that at least one of the passengers scheduled to board and the passengers scheduled to disembark exists based on the boarding schedule information and the disembarkation schedule information. The base station according to any one of claims 23 to 25, which controls the traffic safety device.
A mobile station installed on a vehicle that can stop at a bus stop on the road.
A receiving unit that receives boarding schedule information about passengers scheduled to board the vehicle at the bus stop by wireless communication from the base station.
A mobile station including a control unit that determines whether or not to stop the vehicle at the bus stop based on the boarding schedule information after detecting the approach of the vehicle to the bus stop.
The control unit
Obtain the disembarkation schedule information regarding the passengers who are scheduled to disembark at the stop,
The mobile station according to claim 27, which determines whether or not to stop the vehicle at the stop based on the boarding schedule information and the disembarkation schedule information.
The control unit does not stop the vehicle at the stop in response to the determination that neither the passenger scheduled to board nor the passenger scheduled to disembark exists based on the boarding schedule information and the disembarkation schedule information. 28. The mobile station according to claim 28.
The control unit determines whether or not the vehicle is delayed with respect to the operation schedule based on the schedule information indicating the operation schedule of the vehicle.
When the control unit determines that neither the passenger scheduled to board nor the passenger scheduled to disembark exists.
When it is determined that the delay has occurred, it is determined that the vehicle will not be stopped at the stop.
29. The mobile station of claim 29, which determines that the vehicle is to be stopped at the stop when it is determined that the delay has not occurred.
Based on the boarding schedule information and the disembarkation schedule information, the control unit determines that at least one of the passengers scheduled to board and the passengers scheduled to disembark exists, and the vehicle is moved to the stop. The mobile station according to any one of claims 28 to 30, which is determined to be stopped.
When the control unit determines that the vehicle is to be stopped at the bus stop, the control unit predicts the start timing at which the vehicle starts after the vehicle has stopped at the bus stop.
The mobile station
The mobile station according to any one of claims 28 to 30, further comprising a transmission unit that wirelessly transmits information indicating the remaining time until the predicted start timing to another vehicle.
The mobile station according to claim 32, wherein the control unit predicts the start timing based on at least one of the schedule information, the boarding schedule information, and the disembarkation schedule information.
A transportation communication system including the base station according to any one of claims 22 to 26.
A transportation communication system including the mobile station according to any one of claims 27 to 33.