JP2012203705A - Traffic support device - Google Patents
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- JP2012203705A JP2012203705A JP2011068432A JP2011068432A JP2012203705A JP 2012203705 A JP2012203705 A JP 2012203705A JP 2011068432 A JP2011068432 A JP 2011068432A JP 2011068432 A JP2011068432 A JP 2011068432A JP 2012203705 A JP2012203705 A JP 2012203705A
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Abstract
Description
本発明は、移動体または移動体の監視もしくは制御に用いられるシステムに備えられた装置に、これらの移動体またはシステムに発生し得る問題の回避もしくは緩和に供される情報を通信路を介して引き渡す交通支援装置に関する。 The present invention provides information provided for avoiding or mitigating problems that may occur in a mobile body or a system used for monitoring or control of the mobile body via a communication path. The present invention relates to a handing over traffic support device.
交通事故、渋滞などといった道路交通問題の回避を目的に構築された交通システムＩＴＳ（Inteligent
Transportation System：高度道路交通システム）では、路車（路側装置−車両）間、車車（車両−車両）間、人車（歩行者−車両）間などで移動情報などの送受信が行われる。例えば、人車間通信においては、後述する特許文献１に開示されるように、歩行者によって携帯される端末（以下、「携帯端末」という。）は、その歩行者の位置、進行方向、速度などの移動情報を取得して定期的に車両（車載装置）に送信し、車載装置は、受信した移動情報に基づいて接触の可能性を判断し、かつ必要に応じて運転者に警告し、あるいは注意を喚起する。
ITS (Inteligent), a traffic system built to avoid road traffic problems such as traffic accidents and traffic jams
In the Transportation System (Intelligent Road Transportation System), movement information and the like are transmitted and received between road vehicles (roadside devices-vehicles), between vehicles (vehicles-vehicles), between people cars (pedestrians-vehicles), and the like. For example, in inter-vehicle communication, as disclosed in Patent Document 1 described later, a terminal carried by a pedestrian (hereinafter referred to as a “portable terminal”) is the position, traveling direction, speed, etc. of the pedestrian. The movement information is acquired and periodically transmitted to the vehicle (on-vehicle device), and the on-vehicle device determines the possibility of contact based on the received movement information and warns the driver if necessary, or Call attention.
ところが、歩行者や車両が多い場所では、送受信されるべき移動情報の情報量が膨大となり、通信トラフィック量が大幅に増加してしまう。 However, in places where there are many pedestrians and vehicles, the amount of movement information to be transmitted and received becomes enormous, and the amount of communication traffic increases significantly.
従来、人車通信におけるこのような通信トラフィック量の大幅な増加を回避する先行技術としては、後述する特許文献２に開示されるように、「移動体端末から到来した信号の受信電界強度に基づいて、自己の移動情報を送信するか否かの判断が行われるべき位置送信範囲が設定され、位置送信範囲内に他の携帯端末が存在する場合にはその移動情報の送信を禁止する」技術があった。 Conventionally, as a prior art for avoiding such a large increase in communication traffic volume in human-vehicle communication, as disclosed in Patent Document 2 described later, “based on the received electric field strength of a signal arriving from a mobile terminal” The position transmission range in which it is determined whether or not to transmit its own movement information is set, and when there is another mobile terminal within the position transmission range, the transmission of the movement information is prohibited ” was there.
しかしながら、特許文献２に開示された技術では、上記移動情報の送信の可否が受信電界強度に基づいて行われるために、マルチパスやフェージング等の伝搬特性の変動によって移動体との距離の正確な計測が妨げられ、かつ移動情報の的確な無線伝送が損なわれる可能性があった。 However, in the technique disclosed in Patent Document 2, whether or not the mobile information can be transmitted is determined based on the received electric field strength. Therefore, the distance from the mobile object can be accurately measured due to a change in propagation characteristics such as multipath and fading. Measurement may be hindered and accurate wireless transmission of movement information may be impaired.
本発明は、既述のシステムに発生する可能性が高い問題の回避または緩和に供される情報の引き渡しに必要な通信路上の伝送容量を安定に確保できる交通支援装置を提供することを目的とする。 It is an object of the present invention to provide a traffic support apparatus that can stably secure a transmission capacity on a communication path necessary for delivery of information used for avoiding or mitigating problems that are likely to occur in the above-described system. To do.
請求項１に記載の発明では、移動体または前記移動体の監視もしくは制御に用いられるシステムに備えられた装置に、前記移動体または前記システムに生じ得る問題の回避もしくは緩和に供される情報を通信路を介して引き渡す交通支援装置において、環境識別手段は、前記交通支援装置または前記交通支援装置の近傍に前記問題が生じ得ない環境に前記交通支援装置があることを識別する。規制制御手段は、前記交通支援装置が前記環境にあるときに、前記装置に対する前記情報の引き渡しを規制する。 According to the first aspect of the present invention, information provided for avoiding or mitigating a problem that may occur in the mobile body or the system is provided in the mobile body or a device provided in the system used for monitoring or controlling the mobile body. In the traffic support apparatus handed over via the communication path, the environment identification unit identifies that the traffic support apparatus is in an environment where the problem cannot occur in the vicinity of the traffic support apparatus or the traffic support apparatus. The restriction control means restricts delivery of the information to the device when the traffic support device is in the environment.
すなわち、本発明に係る交通支援装置が上記問題が生じ得ない環境にある状態では、その問題の回避または緩和に供される情報が有効でないにもかかわらず通信路を介して引き渡されることが回避される。 That is, in a state where the traffic support apparatus according to the present invention is in an environment where the above problem cannot occur, it is avoided that the information provided for avoiding or mitigating the problem is not delivered through a communication path even though the information is not valid. Is done.
請求項２に記載の発明では、請求項１に記載の交通支援装置において、前記環境は、前記交通支援装置が位置する場所または領域である。前記環境識別手段は、前記環境に前記交通支援装置があることを前記環境に特有の属性に基づいて識別する。 According to a second aspect of the present invention, in the traffic support device according to the first aspect, the environment is a place or a region where the traffic support device is located. The environment identification means identifies that the traffic support device is in the environment based on an attribute specific to the environment.
すなわち、既述のシステムまたは移動体に備えられた装置に対する情報の引き渡しが規制されるべき状態は、伝送路や通信路を介して外部から通知されるのではなく、本発明に係る交通支援装置による上記環境の直接的な検知により識別される。 That is, the traffic support device according to the present invention is not notified from the outside via a transmission path or a communication path when the information delivery to the apparatus provided in the system or the moving body is to be regulated. Is identified by direct detection of the environment.
請求項３に記載の発明では、請求項２に記載の交通支援装置において、前記特有の属性は、前記交通支援装置が前記環境のみにおいて検知可能な物理量である。 According to a third aspect of the present invention, in the traffic support apparatus according to the second aspect, the unique attribute is a physical quantity that the traffic support apparatus can detect only in the environment.
すなわち、既述のシステムまたは移動体に備えられた装置に対する情報の引き渡しが規制されるべき状態は、本発明に係る交通支援装置に備えられあるいは付加されたセンサ等による上記物理量の直接的な検知により識別される。 That is, the state where the delivery of information to the device provided in the system or the moving body described above should be restricted is the direct detection of the physical quantity by the sensor or the like provided or added to the traffic support device according to the present invention. Identified by
請求項４に記載の発明では、請求項２に記載の交通支援装置において、前記環境識別手段は、前記場所または前記領域に対する前記交通支援装置の出入りを検知し、前記出入りの経過に基づいて前記交通支援装置が前記環境にあることを識別する。 According to a fourth aspect of the present invention, in the traffic support apparatus according to the second aspect, the environment identification unit detects the traffic support apparatus entering or exiting the place or the area, and Identifying that the traffic support device is in the environment.
すなわち、既述のシステムまたは移動体に備えられた装置に対する情報の引き渡しが規制されるべき状態は、既述の環境において定常的にあるいは頻度高く検知可能な物理量がない場合と、このような物理量があるにもかかわらず検知が不可能である場合や、検知する手段を備えることが不可能である場合においても、識別が図られる。 That is, the state where the delivery of information to the system or the device provided in the mobile unit is to be regulated includes the case where there is no physical quantity that can be detected regularly or frequently in the environment described above, and such a physical quantity. Even in the case where it is impossible to detect despite the presence of it, or in the case where it is impossible to provide a means for detecting, discrimination is possible.
請求項５に記載の発明では、請求項１に記載の交通支援装置において、前記環境は、前記交通支援装置の所在である。前記環境識別手段は、前記交通支援装置の測位を行い、前記測位の結果と前記所在との相関に基づいて前記交通支援装置が前記環境にあることを識別する。 According to a fifth aspect of the present invention, in the traffic support device according to the first aspect, the environment is a location of the traffic support device. The environment identification unit performs positioning of the traffic support device, and identifies that the traffic support device is in the environment based on a correlation between the positioning result and the location.
すなわち、既述のシステムまたは移動体に備えられた装置に対する情報の引き渡しが規制されるべき状態は、上記測位の結果との相関により裏付けられる。 That is, the state in which the delivery of information to the above-described system or apparatus provided in the moving body should be restricted is supported by the correlation with the positioning result.
移動体の監視または制御のために本発明が適用されたシステムでは、情報の伝送に供される通信路の伝送容量の余裕度が平均的に高く安定に維持される。 In a system to which the present invention is applied for monitoring or controlling a mobile object, the margin of the transmission capacity of a communication path used for information transmission is maintained high on average and stable.
また、本発明は、既述の問題が生じ得ない環境の多様性や変化に対する柔軟かつ的確な適応性が確保され、上記システムの多様な構成やニーズに対する本発明の柔軟な適用が可能となる。 In addition, the present invention secures flexible and accurate adaptability to the diversity and changes of the environment in which the above-described problems cannot occur, and allows the flexible application of the present invention to various configurations and needs of the system. .
さらに、本発明に係る交通支援装置が多数備えられ、あるいは広範に増減し得る場合であっても、既述の問題の回避や緩和は、これらの交通支援装置の負荷分散や機能分散の下で確度高く安定に図られる。 Furthermore, even if a large number of traffic support devices according to the present invention are provided or can be widely increased or decreased, the above problems can be avoided or alleviated under load distribution or function distribution of these traffic support devices. Accurate and stable.
また、本発明に係る交通支援装置は、移動体の監視または制御が行われるべき多様な形態に対する適応の可能性が高められ、かつ既述の出入りの検知またはその検知の支援の機能の活用が可能となる。 In addition, the traffic support apparatus according to the present invention increases the possibility of adaptation to various forms in which monitoring or control of a moving body is to be performed, and the use of the above-described entry / exit detection function or the support function for the detection is utilized. It becomes possible.
さらに、本発明に係る交通支援装置は、情報の引き渡しが必要がない所に位置する場合には、その引き渡しを確実に見合わせることができる。 Furthermore, when the traffic support apparatus according to the present invention is located in a place where it is not necessary to deliver information, the delivery can be reliably postponed.
したがって、移動体の監視もしくは制御のために本発明が適用されたシステムでは、構成の大幅な複雑化とコストの大幅な増加とを伴うことなく、総合的な応答性および信頼性が高められる。 Therefore, in a system to which the present invention is applied for monitoring or controlling a mobile object, the overall responsiveness and reliability are improved without significantly complicating the configuration and increasing the cost.
以下、図面に基づいて本発明の実施形態について詳細に説明する。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
図１は、本発明の一実施形態を示す図である。
図１において、端末１０は歩行者である人２０によって携帯され、その歩行者の周辺に位置する車両３０には車載装置３１が搭載される。
FIG. 1 is a diagram showing an embodiment of the present invention.
In FIG. 1, the terminal 10 is carried by a person 20 who is a pedestrian, and a vehicle-mounted device 31 is mounted on a vehicle 30 located around the pedestrian.
端末１０は、受信、送信および測位にそれぞれ供されるアンテナ１１ｒ、１１ＴＲ、１１ＧＰＳを有し、そのアンテナ１１ｒの給電点は無線タグ１２および衝突可能性判定部１３を介して制御部１４の第一の入出力ポートに接続される。アンテナ１１ＴＲの給電点は送受信部１５のアンテナ端子に接続され、その送受信部１５の変復調端子および制御端子には制御部１４の第二の入出力ポートが接続される。アンテナ１１ＧＰＳの給電点はＧＰＳ受信機１６のアンテナ端子に接続され、そのＧＰＳ受信機１６の出力は移動情報メモリ１７を介して制御部１４の第三の入出力ポートに接続される。 The terminal 10 has antennas 11r, 11TR, and 11GPS used for reception, transmission, and positioning, respectively. The feeding point of the antenna 11r is the first of the control unit 14 via the wireless tag 12 and the collision possibility determination unit 13. Connected to the input / output port. The feeding point of the antenna 11TR is connected to the antenna terminal of the transmission / reception unit 15, and the second input / output port of the control unit 14 is connected to the modulation / demodulation terminal and control terminal of the transmission / reception unit 15. The feeding point of the antenna 11 GPS is connected to the antenna terminal of the GPS receiver 16, and the output of the GPS receiver 16 is connected to the third input / output port of the control unit 14 via the movement information memory 17.
図２は、本実施形態の動作フローチャートである。
以下、図１および図２を参照して本実施形態の動作を説明する。
FIG. 2 is an operation flowchart of this embodiment.
The operation of this embodiment will be described below with reference to FIGS.
無線タグ１２は、アンテナ１１ｒを介して受信される既定の無線信号に応じて、端末１０（人２０）が通過し、あるいは位置する所定の場所（以下、「検知場所」という。）を検知し、衝突可能性判定部１３に順次引き渡す。 The wireless tag 12 detects a predetermined place (hereinafter referred to as “detection place”) where the terminal 10 (person 20) passes or is located in accordance with a predetermined wireless signal received via the antenna 11r. Then, the data are sequentially delivered to the collision possibility determination unit 13.
なお、このような所定の場所は、以下の何れであってもよい。
(1) 建物や自動車（車両３０も該当し得る。）等の内部
(2) 建物内の所定の区画の出入り口
(3) 駅の構内や改札口
(4) ホーム上の所定の箇所
(5) 電車等の公共の乗り物のドア口の近傍や車内の所定の箇所、
Such a predetermined location may be any of the following.
(1) Inside a building or automobile (vehicle 30 may also be applicable)
(2) Entrance / exit of a predetermined section in the building
(3) Station premises and ticket gates
(4) Predetermined location on the home
(5) In the vicinity of doorways of public vehicles such as trains or in predetermined places in the car,
また、上記既定の無線信号は、以下の何れで代替されてもよい。
(1) 検知場所内のみにおいて受信が可能な電磁波（光信号を含む。）または音波
(2) 検知場所に対する出入りに際してそれぞれ端末１０（人２０）が通過する関門または通路上のみにおいて受信が可能な電磁波（光信号を含む。）または音波
(3) 上記関門または経路の通過に際して物理的に与えられる力その他の物理量
The predetermined radio signal may be replaced with any of the following.
(1) Electromagnetic waves (including optical signals) or sound waves that can be received only within the detection location
(2) Electromagnetic waves (including optical signals) or sound waves that can be received only at the gateway or passage through which the terminal 10 (person 20) passes when entering and exiting the detection location.
(3) Forces and other physical quantities that are physically applied when passing through the above barriers or routes
衝突可能性判定部１３は、上記検知場所の履歴をとり、その履歴に基づいて、例えば、地図データベース（ここでは、衝突可能性判定部１３に予め組み込まれていると仮定する。）を参照することにより、端末１０（人２０）が位置している場所が、建物、自動車、駅の構内（ホーム上）、公共の乗り物等の内部のように、車両（車両３０を含む。）との接触や衝突の危険性がない場所であるか否かを判定し、その判定の結果（以下、「危険性判定結果」という。）を制御部１４に引き渡す。 The collision possibility determination unit 13 takes a history of the detection location, and refers to, for example, a map database (here, it is assumed that the collision possibility determination unit 13 is incorporated in advance) based on the history. Thus, the place where the terminal 10 (person 20) is located is in contact with a vehicle (including the vehicle 30) such as the inside of a building, a car, a station premises (on the platform), a public vehicle, or the like. It is determined whether or not there is no risk of collision, and the determination result (hereinafter referred to as “danger determination result”) is delivered to the control unit 14.
一方、送受信部１５は、端末１０（人２０）の周辺（例えば、半径数十メートル内）に位置する車両（車両３０を含む。以下、「周辺車両」という。）に搭載された車載装置（車載装置３１を含む。以下、「周辺車載装置」という。）との間に、アンテナ１１ＴＲを介して所定の方式による無線伝送路を形成する。さらに、送受信部１５は、アンテナ１１ＴＲを介して上記周辺車載装置から無線伝送された情報（例えば、該当する周辺車両の位置、速度、移動方向等を含む。以下、「周辺車両情報」という。）を制御部１４に与える。 On the other hand, the transmission / reception unit 15 is a vehicle-mounted device (including a vehicle 30; hereinafter referred to as “peripheral vehicle”) located around the terminal 10 (person 20) (for example, within a radius of several tens of meters). A wireless transmission path according to a predetermined method is formed via the antenna 11TR between the vehicle-mounted device 31 and the “peripheral vehicle-mounted device”. Furthermore, the transmitter / receiver 15 includes information wirelessly transmitted from the peripheral in-vehicle device via the antenna 11TR (for example, including the position, speed, moving direction, and the like of the corresponding peripheral vehicle, hereinafter referred to as “peripheral vehicle information”). Is given to the control unit 14.
また、ＧＰＳ受信機１６は、図示されないＧＰＳ衛星からアンテナ１１ＧＰＳに到来した受信波に所定の衛星航法に基づく測位演算を施すことにより、そのアンテナ１１ＧＰＳ（端末１０）の位置（以下、「端末位置」という。）を求め、その端末位置を移動情報メモリ１７に順次蓄積する。 Further, the GPS receiver 16 performs a positioning calculation based on a predetermined satellite navigation on a received wave that has arrived at the antenna 11GPS from a GPS satellite (not shown), so that the position of the antenna 11GPS (terminal 10) (hereinafter referred to as "terminal position"). And the terminal position is sequentially stored in the movement information memory 17.
制御部１４は、所定（例えば、人２０が２メートルないし３メートル移動するために要する数秒）の周期で以下の処理（以下、「周期起動タスク」という。）を行う。
(1) 移動情報メモリ１７に時系列の順に蓄積された端末位置の列に基づいて端末１０（人２０）の位置、速度、移動方向等を特定する（図２ステップＳ１）。
(2) 送受信部１５およびアンテナ１１ＴＲを介して周辺車両（車両３０を含む。）宛に、これらの位置、速度、移動方向などを含む移動情報を無線伝送する（図２ステップＳ２）。
The control unit 14 performs the following processing (hereinafter referred to as “periodic activation task”) at a predetermined cycle (for example, several seconds required for the person 20 to move 2 to 3 meters).
(1) The position, speed, moving direction, and the like of the terminal 10 (person 20) are specified based on the terminal position sequence stored in the movement information memory 17 in chronological order (step S1 in FIG. 2).
(2) The movement information including the position, speed, movement direction, and the like is wirelessly transmitted to surrounding vehicles (including the vehicle 30) via the transmission / reception unit 15 and the antenna 11TR (step S2 in FIG. 2).
また、制御部１４は、既述の通りに衝突可能性判定部１３によって危険性判定結果が引き渡されると、上記周期起動タスクより優先して以下の処理を行う。 Further, as described above, when the risk determination result is delivered by the collision possibility determination unit 13, the control unit 14 performs the following processing with priority over the periodic activation task.
(1) 該当する危険性判定の結果が「車両（車両３０を含む。）との接触や衝突の危険性がある」ことを示し、かつ最新の周辺車両情報と端末１０（人２０）の位置、速度、移動方向等との如何にかかわらずその危険性判定結果が成立するか否かの判定を行う（図２ステップＳ１１）。 (1) The result of the corresponding risk determination indicates that there is a risk of contact with or collision with the vehicle (including the vehicle 30), and the latest surrounding vehicle information and the position of the terminal 10 (person 20). It is determined whether the risk determination result is satisfied regardless of the speed, the moving direction, etc. (step S11 in FIG. 2).
(2) このような判定の下で、上記危険性判定結果が成立する場合に限って、その旨を示す情報（以下、「警報情報」という。）を生成し（図２ステップＳ１２）、かつ送受信部１５およびアンテナ１１ＴＲを介して周辺車両（車両３０を含む。）宛にこの警報情報を無線伝送する（図２ステップＳ１３）。 (2) Under such a determination, only when the risk determination result is satisfied, information indicating that fact (hereinafter referred to as “alarm information”) is generated (step S12 in FIG. 2), and This alarm information is wirelessly transmitted to surrounding vehicles (including the vehicle 30) via the transceiver 15 and the antenna 11TR (step S13 in FIG. 2).
なお、上記警報情報については、例えば、以下の項目が含まれてもよいが、既述の移動情報に含まれる項目のみから構成されてもよく、あるいはその他の如何なる内容および形式の情報で代替されてもよい。 The alarm information may include, for example, the following items, but may include only items included in the above-described movement information, or may be replaced with information of any other content and format. May be.
(1) 該当する周辺車両の識別に供される情報（例えば、車種、端末１０（人２０）に対する相対的な位置・距離・速度）
(2) 危険性の優先度（緊急度）や程度
(3) 発生し得る危険の形態（衝突、接触等）
(1) Information used to identify relevant surrounding vehicles (for example, vehicle type, relative position / distance / speed to terminal 10 (person 20))
(2) Risk priority (urgency) and degree
(3) Possible forms of danger (collision, contact, etc.)
一方、このような警報情報を受信した車載装置（車載装置３１を含む。）は、その警報情報を視角情報や音響信号として運転者に通知し、該当する周辺車両の運転に制限その他の変更を主導的に加えることによって、端末１０（人２０）との接触や衝突の危険性を回避し、あるいは緩和する。 On the other hand, the in-vehicle device (including the in-vehicle device 31) that has received such alarm information notifies the driver of the alarm information as viewing angle information or an acoustic signal, and restricts other changes to driving of the corresponding surrounding vehicle. By adding the initiative, the risk of contact with or collision with the terminal 10 (person 20) is avoided or mitigated.
このように本実施形態では、端末１０は、その端末１０を携帯する人２０が何らかの周辺車両との接触し、あるいは衝突する可能性がある場合に限って、周辺車両に対する警報情報の無線伝送が行われる。 As described above, in this embodiment, the terminal 10 can wirelessly transmit alarm information to the surrounding vehicle only when the person 20 carrying the terminal 10 may come into contact with or collide with some surrounding vehicle. Done.
すなわち、端末１０と周辺車両との間に形成されるべき無線伝送路は、上述した接触や衝突の可能性がなく、あるいは著しく低い端末１０によって周期的に警報情報の送信に供される場合に比べて、伝送容量の余裕度が高く安定に維持される。 In other words, the wireless transmission path to be formed between the terminal 10 and the surrounding vehicle has no possibility of contact or collision described above, or when the alarm information is periodically transmitted by the extremely low terminal 10. In comparison, the margin of transmission capacity is high and stable.
さらに、本実施形態では、車載装置３１は、上記可能性がない端末から無線伝送された警報情報の無効性を判別する必要がないので、このような可能性を示す有効な警報情報の処理を効率的にかつ速やかに実行することができ、省電力化が容易に達成される。 Furthermore, in the present embodiment, the in-vehicle device 31 does not need to determine the invalidity of the alarm information wirelessly transmitted from the terminal that does not have the above-described possibility, and therefore processes the effective alarm information indicating such a possibility. It can be executed efficiently and quickly, and power saving is easily achieved.
したがって、本発明が適用された高度道路交通システムでは、構成の大幅な複雑化とコストの大幅な増加とを伴うことなく、応答性および総合的な信頼性が高められる。 Therefore, in the intelligent transportation system to which the present invention is applied, the responsiveness and the overall reliability can be improved without significantly complicating the configuration and increasing the cost.
また、本発明によれば、交通システムの安全性が損なわれることなく、その交通システムに対する無線周波数の効率的な割り付けが可能となる。
なお、本実施形態では、検知場所は、以下の何れかの事項として検知されてもよい。
Further, according to the present invention, it is possible to efficiently assign a radio frequency to the traffic system without impairing the safety of the traffic system.
In the present embodiment, the detection location may be detected as any of the following matters.
(1) 端末１０に備えられたスイッチやタッチパネルに対して操作者（人２０）が行う操作
(2) 操作者（人２０）によって操作され、端末１０に備えられたリーダを介して読み取りが可能なSUICA(登録商標)やPASMO(登録商標)のような非接触型ICカードに限定されず、接触型のカード（磁気記録方式であってもよい。）の内容であって、所定の交通機関の乗車中であるか否かを判別可能な情報
(3) 前払い式の交通機関において、上記カードにより乗車が検出された後、端末１０の速度および位置が所定の値域内にある状態
(1) Operation performed by an operator (person 20) on a switch or touch panel provided in the terminal 10
(2) It is not limited to a non-contact type IC card such as SUICA (registered trademark) or PASMO (registered trademark) that is operated by an operator (person 20) and can be read through a reader provided in the terminal 10. The information of the contact card (which may be a magnetic recording method) that can be used to determine whether or not the vehicle is in a predetermined transportation mode
(3) In prepaid transportation, after the boarding is detected by the card, the speed and position of the terminal 10 are within a predetermined range.
さらに、本発明は、本実施形態では、人車間通信のみに適用されているが、既述の危険性、あるいは該当する交通システムに発生し得る問題の回避や緩和に供される情報の引き渡しに供されるならば、その情報の如何にかかわらず、歩行者、車両および電車等の交通インフラを含む移動体間の通信と、路車間通信と、車車間通信との何れにも適用可能である。さらに、路側機を介した移動体間の通信にも同様に適用可能である。 Furthermore, in the present embodiment, the present invention is applied only to inter-vehicle communication. However, the present invention is used to deliver information that is used to avoid or mitigate the dangers described above or problems that may occur in the applicable traffic system. If provided, it can be applied to any communication between mobile objects including traffic infrastructure such as pedestrians, vehicles and trains, road-to-vehicle communication, and vehicle-to-vehicle communication, regardless of the information. . Furthermore, the present invention can be similarly applied to communication between mobile bodies via a roadside device.
また、本実施形態では、既述の危険性判定の結果が成立する場合に限って、その旨を示す警報情報が周辺車両宛に無線伝送されている。 Further, in the present embodiment, only when the above-described risk determination result is established, alarm information indicating that fact is wirelessly transmitted to surrounding vehicles.
しかし、本発明はこのような構成に限定されず、例えば、上記危険性判定の結果が多値の可能性として与えられる場合には、その可能性が高いほど送受信部１５およびアンテナ１１ＴＲを介して車載装置３１との間に形成される無線伝送路の伝送帯域（伝送容量）が多く割り付けられ、あるいは既述の警報情報の送信が優先的に行われてもよい。 However, the present invention is not limited to such a configuration. For example, when the result of the risk determination is given as a multi-valued possibility, the higher the possibility, the greater the possibility through the transmission / reception unit 15 and the antenna 11TR. A large transmission band (transmission capacity) of a wireless transmission path formed with the in-vehicle device 31 may be allocated, or transmission of the alarm information described above may be preferentially performed.
さらに、本実施形態では、既述の危険性は、端末１０（人２０）と車両（車両３０を含む。）との間における接触や衝突等の事故が発生する確率に限定されず、本発明は、交通システムに生じ得る渋滞その他の多様な問題の回避や緩和に適用可能である。 Furthermore, in the present embodiment, the risk described above is not limited to the probability of occurrence of an accident such as contact or collision between the terminal 10 (person 20) and the vehicle (including the vehicle 30). Can be applied to avoid or mitigate congestion and various other problems that can occur in the traffic system.
また、本発明は、既述の交通システムに限定されず、例えば、航空機、鉄道、船舶に生じ得る多様な問題の回避や緩和を図る管制、監視、制御の何れにも適用可能である。
さらに、本発明は、上述した実施形態に限定されず、本発明の範囲において多様な実施形態の構成が可能であり、構成要素の全てまたは一部に如何なる改良が施されてもよい。
Further, the present invention is not limited to the above-described transportation system, and can be applied to any of control, monitoring, and control for avoiding or mitigating various problems that may occur in, for example, an aircraft, a railway, and a ship.
Further, the present invention is not limited to the above-described embodiments, and various configurations can be made within the scope of the present invention, and any improvement may be applied to all or some of the components.
１０ 端末
１１ＧＰＳ，１１ｒ，１１ＴＲ アンテナ
１２ 無線タグ
１３ 衝突可能性判定部
１４ 制御部
１５ 送受信部
１６ ＧＰＳ受信機
１７ 移動情報メモリ
２０ 人
３０ 車両
３１ 車載装置
10 terminal 11 GPS, 11r, 11TR antenna 12 wireless tag 13 collision possibility determination unit 14 control unit 15 transmission / reception unit 16 GPS receiver 17 movement information memory 20 person 30 vehicle 31 in-vehicle device
Claims (5)
前記交通支援装置または前記交通支援装置の近傍に前記問題が生じ得ない環境に前記交通支援装置があることを識別する環境識別手段と、
前記交通支援装置が前記環境にあるときに、前記装置に対する前記情報の引き渡しを規制する規制制御手段と
を備えたことを特徴とする交通支援装置。 A traffic support device for transferring information provided for avoiding or mitigating problems that may occur in the mobile body or the system to a device provided in the mobile body or a system used for monitoring or controlling the mobile body via a communication path Because
Environment identifying means for identifying that the traffic support device is in an environment where the problem cannot occur in the vicinity of the traffic support device or the traffic support device;
And a restriction control means for restricting delivery of the information to the device when the traffic support device is in the environment.
前記環境は、
前記交通支援装置が位置する場所または領域であり、
前記環境識別手段は、
前記環境に前記交通支援装置があることを前記環境に特有の属性に基づいて識別する
ことを特徴とする交通支援装置。 The traffic support device according to claim 1,
The environment is
A place or area where the traffic support device is located;
The environment identification means includes
A traffic support device that identifies that the traffic support device is in the environment based on attributes specific to the environment.
前記特有の属性は、
前記交通支援装置が前記環境のみにおいて検知可能な物理量である
ことを特徴とする交通支援装置。 The traffic support device according to claim 2,
The specific attributes are:
The traffic support device is a physical quantity that can be detected only in the environment.
前記環境識別手段は、
前記場所または前記領域に対する前記交通支援装置の出入りを検知し、前記出入りの経過に基づいて前記交通支援装置が前記環境にあることを識別する
ことを特徴とする交通支援装置。 The traffic support device according to claim 2,
The environment identification means includes
A traffic support device, wherein the traffic support device detects the traffic support device entering or exiting the place or the area, and identifies that the traffic support device is in the environment based on the progress of the traffic.
前記環境は、
前記交通支援装置の所在であり、
前記環境識別手段は、
前記交通支援装置の測位を行い、前記測位の結果と前記所在との相関に基づいて前記交通支援装置が前記環境にあることを識別する
ことを特徴とする交通支援装置。 The traffic support device according to claim 1,
The environment is
The location of the traffic support device;
The environment identification means includes
The traffic support apparatus is characterized by performing positioning of the traffic support apparatus and identifying that the traffic support apparatus is in the environment based on a correlation between the positioning result and the location.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016151960A (en) * | 2015-02-18 | 2016-08-22 | 住友電気工業株式会社 | Moving person position detection system and on-vehicle communication apparatus |
| JP2017156844A (en) * | 2016-02-29 | 2017-09-07 | 株式会社パナソニックシステムネットワークス開発研究所 | Pedestrian terminal device, vehicle-to-pedestrian communication system, pedestrian terminal transmission device |
Citations (1)
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|---|---|---|---|---|
| JP2008066805A (en) * | 2006-09-04 | 2008-03-21 | Matsushita Electric Ind Co Ltd | Mobile communication terminal, and pedestrian detection system for vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008066805A (en) * | 2006-09-04 | 2008-03-21 | Matsushita Electric Ind Co Ltd | Mobile communication terminal, and pedestrian detection system for vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016151960A (en) * | 2015-02-18 | 2016-08-22 | 住友電気工業株式会社 | Moving person position detection system and on-vehicle communication apparatus |
| JP2017156844A (en) * | 2016-02-29 | 2017-09-07 | 株式会社パナソニックシステムネットワークス開発研究所 | Pedestrian terminal device, vehicle-to-pedestrian communication system, pedestrian terminal transmission device |
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