JP2007297013A - Risk avoidance system and risk avoidance method using narrow band two-way communication device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a real-time risk avoidance system using a narrow band two-way communication device which is installed on a vehicle having a narrow band two-way communication mounted thereon and a road side in the narrow band two-way communication. <P>SOLUTION: A crossing side device comprises a narrow band two-way communication means for performing the communication with an on-vehicle instrument mounted on a vehicle while the narrow band two-way communication is available within an area inside a crossing, and a communication means for notifying information related to information on any vehicular abnormality to the outside when receiving information on any vehicular abnormality that the vehicle is in an abnormal state from the on-vehicle instrument. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to narrow area communication, and more particularly to a real-time danger avoidance method using a narrow area bidirectional communication apparatus installed in a vehicle and a roadside apparatus equipped with a narrow area bidirectional communication apparatus.

  Conventionally, VICS (Vehicle Information and Communication System) type radio beacons exist as means for notifying traffic information on the road. This is a one-way communication from the roadside device to the vehicle, and even when a vehicle abnormality occurs in the communication area of the roadside device, information from the vehicle cannot be obtained, and notification of the occurrence of the abnormality to other vehicles, There will be a time lag before the notification of risk avoidance measures. For example, when there is an abnormality in the vehicle at the railroad crossing, the driver gets out of the vehicle and presses an emergency button installed at the railroad crossing to inform the train operation manager. Alternatively, the driver was reporting to the train operation manager via a mobile phone.

  On the other hand, in recent years, by using bidirectional communication by DSRC (Dedicated Short Range Communication), roadside devices can grasp the vehicle state in real time from uplink information from vehicles in the area. Specifically, DSRC specifies that "the communication area should be maximum 30m", "the communication speed should be maximum 4Mbps", and "one roadside unit can provide services to multiple on-board units simultaneously". ing.

  DSRC has already been put into practical use as an ETC (Electronic Toll Communication system), and a roadside device that communicates with a vehicle equipped with an electronic license plate using DSRC A method for determining whether or not an accident has occurred is also disclosed (see Patent Document 1).

JP 2004-322813 A

  However, as shown in FIG. 1, in the method using the VICS method, communication is one-way from the roadside device to the vehicle. Even when a vehicle abnormality occurs in the communication area of the roadside device, information from the vehicle is directly There was a time lag before another vehicle was notified of the occurrence of an abnormality and the notification of danger avoidance measures. This method has a problem in that it cannot be used as a means of avoiding an emergency that requires an emergency because it lacks bidirectionality and real-time properties.

Specifically, there were the following problems.
(1) Problems when getting off the railroad crossing and pressing the button It took time to get off the vehicle and press the button, and there was a problem that would cause a major accident if a train arrived during that time.
(2) Problems when making a report on a mobile phone When making a report on a mobile phone, the system cannot confirm that there is an abnormal vehicle at the level crossing. If there is no abnormal vehicle at the level crossing, Even though it is not necessary to stop the train, the train is stopped urgently, which hinders the operation of the train.
(3) Problems when using GPS As a means for solving the problem that it cannot be determined whether or not there is an abnormal vehicle in the level crossing, the vehicle uses positional information based on the GPS function of the vehicle-mounted device via wireless communication. May be transmitted to the center, but the current GPS system cannot accurately determine whether or not the vehicle is within the level crossing, and may actually be erroneously determined to be within the level crossing even outside the level crossing. It was.
(4) Moreover, although the said patent document 1 communicates between the electronic license plate provided with vehicle information and the roadside apparatus with which a railroad crossing was equipped using the short-range communication of DSRC, A method used to detect the position of a vehicle when a vehicle is present in a railroad crossing for a certain period of time, and to generate an alarm when the roadside device determines that a trouble such as an engine has occurred in a predetermined area within the railroad crossing It is. Therefore, for example, by using the narrow-band wireless communication function provided in the vehicle-mounted device, appropriate vehicle information at that time is transmitted to the roadside device in real time, and the roadside device reports it to the train management center etc. and receives the notification. In addition, there is a problem that more complicated and appropriate control / instructions such as a management center controlling train operations cannot be transmitted and received in both directions in real time. In addition, since it is determined that the vehicle is abnormal only when it is present within the predetermined level crossing, there is a possibility that a major accident may occur if a train arrives within the predetermined time.

  Therefore, in view of the above problems, the object of the present invention is to realize notification of vehicle abnormality and control thereof using bidirectional communication and its real-time characteristics, using a short-range communication system using DSRC as shown in FIG. It is an object of the present invention to provide a method capable of avoiding danger quickly and reliably. Further, by using DSRC communication that is communicated only within a railroad crossing, it is possible to accurately determine a vehicle abnormality within the railroad crossing and to prevent an emergency stop of a train due to mischief or mistakes. And since the abnormality information of a vehicle is immediately transmitted to a roadside apparatus and center, a predetermined accident avoidance measure can also be performed quickly.

  According to the present invention, the inside of the railroad crossing is an area in which narrow-area bidirectional communication is possible, and the in-vehicle is connected by the narrow-area bidirectional communication means for communicating with the vehicle-mounted device mounted on the vehicle, and the narrow-area bidirectional communication means. When a vehicle abnormality information indicating that the vehicle is in an abnormal state is received from a device, a railroad crossing device is provided that includes communication means for notifying information relating to the vehicle abnormality information to the outside.

  Further, according to the present invention, in the narrow-area bidirectional communication system in a crossing in which a vehicle-mounted device mounted on a vehicle and a crossing-side device communicate with each other in a railway crossing that is an area capable of narrow-area bidirectional communication, The vehicle is a vehicle-mounted device provided with narrow-range two-way communication means for transmitting vehicle abnormality information indicating that the vehicle is in an abnormal state when an abnormality occurs in the vehicle to the outside of the vehicle. When the vehicle abnormality information is received from the vehicle-mounted device by the narrow-area bidirectional communication unit that receives the vehicle abnormality information from the vehicle-mounted device and the narrow-area bidirectional communication unit, the vehicle abnormality information is related to the outside. There is provided a narrow area bidirectional communication system in a level crossing which is a level crossing side device provided with a communication means for notifying information.

  Furthermore, according to the present invention, in a crossing narrow area bidirectional communication method in which a vehicle-mounted device mounted on a vehicle and a crossing side device communicate with each other in a crossing that is an area capable of narrow-area bidirectional communication. The vehicle-mounted device transmits vehicle abnormality information indicating that the vehicle is in an abnormal state when an abnormality occurs in the vehicle, and the crossing side device transmits the vehicle abnormality information from the vehicle-mounted device to the narrow-range bidirectional Both in a narrow area in a crossing for notifying information related to the vehicle abnormality information to the outside when the vehicle abnormality information is received from the vehicle-mounted device via the communication network and received via the narrow bidirectional communication network A communication method is provided.

  According to the present invention, the danger avoiding means mounted on the vehicle detects the danger of the vehicle and reports it to the center side. In response to this, the center side determines an appropriate measure and instructs the vehicle side. Thereby, the vehicle side can implement an appropriate risk avoidance measure according to the situation in real time.

FIG. 3 shows device configuration examples of the vehicle-side communication device 1 (hereinafter referred to as “on-vehicle device”) and the road-side communication device 2 (hereinafter referred to as “road-side device”) used in the narrow area communication of the present invention. Is.
In FIG. 3, the vehicle-mounted device 1 mounted on the vehicle includes a radio unit (transmission / reception) 11 that performs radio communication within a narrow communication area (narrow area) with the roadside device 2, a radio antenna 12 thereof, and a radio A data processing unit 13 that performs data communication processing, a display unit 14 that displays an application screen or the like on a liquid crystal display, and the like, and a user issues an instruction from the outside to the vehicle-mounted device 1 via the mouse, keyboard, touch panel, or the like. An operation unit 15 for giving, an external interface unit 16 having an external interface such as a USB, a data storage unit 17 composed of a storage medium such as a hard disk, a position information collecting device 18 for collecting vehicle position information by GPS or the like, and its The wireless antenna 19 is configured.

  The roadside device 2 installed on the roadside includes a radio unit (transmission / reception) 21 and its radio antenna 22, a data processing unit 23, a display unit 24, an operation unit 25, and an external device similar to the vehicle-mounted device 1. The interface unit 26, the data storage unit 27, the position information collection device 28, and its wireless antenna 29 are provided. In this example, a built-in center server 32 or an external center server 31 can be further provided. . The roadside device 2 and the center server 31 or 32 are connected by wire or wirelessly.

  FIG. 4 shows a configuration of a narrow area communication network between vehicles in each narrow area 4-1 to 4-N and base stations (road side apparatuses 2-1 to 2-N) in the area and each road side apparatus 2. 2 shows an example of a wide area communication network configuration between −1 to 2-N and an external center server 31. As described above, the center server may be built in the roadside device. In addition to communication between the server and the roadside device, communication may be performed between the roadside device and the roadside device.

  According to the present invention, it is possible to collect and deploy information in real time by using DSRC capable of two-way communication as danger avoiding means in an area where a plurality of vehicles are congested. Hereinafter, specific embodiments of the present invention will be described.

FIG. 5 shows a first embodiment of the present invention. FIG. 6 shows a processing flow example of the vehicle-mounted device 1 in FIG. 5 (FIG. 6A) and a processing flow example of the roadside device 2 (FIG. 6B), respectively.
In FIG. 5, (a) a vehicle abnormality occurs in the communication area 4 with the roadside device 2 installed at the railroad crossing, and (b) the abnormality occurrence vehicle immediately notifies the roadside device 2 of the abnormality. (C) The roadside device 2 notifies each vehicle in the area 4 and the center 31 of the occurrence of an abnormality by broadcast communication, and the center 31 notifies the passage scheduled train of the occurrence of the abnormality and a danger avoidance instruction (deceleration, stop, etc.) I do.
The occurrence of a vehicle abnormality recognized by the roadside device is transmitted by the vehicle-mounted device via the DSRC communication when the emergency button provided on the vehicle-mounted device operated by the driver is pressed when the vehicle is recognized to be abnormal. It is judged by the abnormality occurrence signal. Alternatively, an error signal of an engine ECU (engine electronic control unit) of the vehicle, an engine stop signal when an engine stalls, a signal of a sensor that detects puncture, a signal of a tilt sensor that detects derailment, a collision accident between vehicles or a personal injury On the basis of an airbag activation signal detected in the case of occurrence of an abnormality, it is determined by an abnormality occurrence signal that is automatically transmitted via DSRC communication.

  In the processing flow of FIG. 6, when the vehicle enters the communication area 4 (S101), the vehicle-mounted device 1 confirms the content of the road-to-vehicle service (S102), and in this example confirms the vehicle abnormality confirmation area (S103). ). Then, the occurrence of vehicle abnormality is detected until it passes through the communication area 4, and if it is detected, a notification to that effect is given (S104 to 106). On the other hand, the roadside device 2 waits for an abnormality notification from the vehicle (S201 and 202). When the abnormality notification is received, the roadside device 2 broadcasts the notification to each vehicle in the area 4 (S203), and further to the center 31. Also notifies the occurrence of an abnormality (S204). The center 31 instructs the train to be passed to avoid danger (decelerate, stop, etc.) (S205).

  According to the first embodiment, when a vehicle abnormality occurs, it is possible to ensure more handling time by notifying that fact immediately. In that case, effective risk avoidance measures (deceleration, stop, etc.) can be implemented by selecting a risk avoidance method, etc., and an accident can be prevented.

FIG. 7 shows a second embodiment of the present invention. FIG. 8 shows a processing flow example (FIG. 8A) of the vehicle-mounted device 1 in FIG. 7 and a processing flow example (FIG. 8B) of the roadside device 2, respectively.
In FIG. 7, (a) when a vehicle abnormality occurs in the communication area 4 with the roadside device 2 installed at the railroad crossing, the abnormal vehicle causes a timer to function. (B) The vehicle in which an abnormality has occurred notifies the roadside device 2 of the abnormality only if the vehicle has not recovered from the abnormal state to the normal state within the time specified by the timer. (C) The roadside device 2 notifies each vehicle in the area and the center 31 of the occurrence of an abnormality by broadcast communication, and the center 31 also gives a danger avoidance instruction (deceleration, stop, etc.) along with the notification of the occurrence of the abnormality to the train scheduled to pass. I do.

  In the processing flow of FIG. 8, when the vehicle enters the communication area 4 (S301), the vehicle-mounted device 1 confirms the content of the road-to-vehicle service, and confirms that the area in which it is located is the vehicle abnormality confirmation area (FIG. 6). As well as within the dotted line frame). Therefore, the occurrence of the vehicle abnormality is detected until it passes through the communication area 4, and when it is detected, the fact is notified (S304 to 309). At that time, when the timer function is activated and the abnormal state is recovered within the timer time, the timer is stopped and the recovery is notified (S305 to 308). Conversely, when the timer is over, a vehicle abnormality is notified, and the timer is reset and restarted (S310-312).

  On the other hand, the roadside device 2 waits for an abnormality notification from the vehicle (S401 and 402) as in FIG. 6 (b), and when the abnormality notification is received, the vehicle in the area 4 is notified accordingly. Communication is performed (S403), and the occurrence of abnormality is notified to the center 31 (S404). The center 31 instructs the train to be passed to avoid danger (decelerate, stop, etc.) (S405).

  According to the second embodiment, by providing a timer to notify the abnormality from the vehicle, it is possible to avoid danger by a simpler method (recoverable within a specified time, evacuated to a safe place, etc.) In addition, traffic required for unnecessary notification is reduced.

  The roadside device 2 compares the current time with the train passing time of the relevant level crossing acquired from the center database when a vehicle abnormality is detected. If the time difference is small, an emergency stop instruction is given. If the time difference is large, be careful. -You may make it notify suitably changing a vehicle control instruction | command according to a condition like a deceleration instruction | indication. In addition, the center 31 appropriately changes the handling instruction to the train according to the time from when the vehicle abnormality occurs until the train reaches the corresponding area, thereby not only reliably reporting abnormality but also affecting the train side. Can also be reduced (reduction of turbulence, avoidance of emergency stop, transfer transportation at the front station, etc.).

FIG. 9 shows a third embodiment of the present invention. 10 to 12 show another example of the processing flow of the vehicle-mounted device 1 and another example of the processing flow of the roadside device 2 in the third embodiment.
In FIG. 9, (a) the vehicle in the area is inquired by the roadside device 2 installed at the railroad crossing. (B) Each vehicle that has received the inquiry signal notifies the state of the vehicle. (C) When an abnormality occurrence vehicle exists, the roadside device 2 notifies each vehicle in the area and the center 31 of the occurrence of the abnormality by broadcast communication, and the center 31 notifies the passage scheduled train of the occurrence of the abnormality and the danger avoidance instruction. (Decelerate, stop, etc.)

  In the processing flow of the vehicle-mounted device 1 in FIG. 10, the vehicle-mounted device 1 confirms the content of the road-to-vehicle service in the communication area 4 of the vehicle (S501), and confirms that it is a vehicle abnormality confirmation area (S502). Thereafter, when the occurrence of a vehicle abnormality is detected by receiving an inquiry from the roadside device 2 until it passes through the communication area 4, a notification to that effect is given (S504 to 507).

  On the other hand, in this example, the roadside device 2 first confirms the content of the road-to-vehicle service (S601) and confirms that it is a vehicle abnormality confirmation area (S602). When it is determined that the vehicle is in the vehicle abnormality confirmation area (S602), the current time and the time when the train passes next through the corresponding area are searched, and the difference is calculated (S605). If the difference is within a specified value (for example, within 10 minutes), it is determined that there is a train passing nearby, and a vehicle abnormality inquiry is made (S606 and 607). Then, broadcast notification that a vehicle abnormality has occurred in each vehicle in the area 4 (S609), and further notifies the center 31 of the occurrence of the abnormality. In addition, the center 31 instructs the train to be passed to avoid danger (decelerate, stop, etc.) (S610). The inquiry about vehicle abnormality is terminated by the passage of the train (S611 and 612).

  According to the third embodiment, the vehicle state can be grasped in real time by inquiring of the vehicle state in the area 4 constantly from the roadside device 2 installed at the railroad crossing. Furthermore, the inquiry timing from the roadside device 2 to the vehicle is performed based on the time (for example, 10 minutes before the estimated passage time) for the train to pass through the communication area 4 covered by the roadside device 2. Inquiry traffic can be reduced.

  In the process flow example of FIG. 11 which is an example of the third embodiment, the process flow on the vehicle side ((a) of FIG. 10) is the same as (a) of FIG. 10 (S701 to 707). In addition, although the position of communication area approach (S701) differs, this is not an essential problem. The roadside apparatus of this example is different from (b) of FIG. 10 in that counter processing (S803 to 807) is added. That is, first, after resetting the counter, the vehicle information is inquired, and the counter value is incremented by 1 by the vehicle abnormality notification received from each vehicle (S803 to 806). This is repeated until the counter value becomes a specified value or more. If it exceeds the specified value, it is determined that a vehicle abnormality has occurred, and this is broadcast to each vehicle in the area 4 (S808), and the center 31 is also notified of the occurrence of the abnormality. In addition, the center 31 instructs the train that is scheduled to pass through to avoid danger (decelerate, stop, etc.) (S809).

  In the process flow example of FIG. 12, which is another example of the third embodiment, the vehicle-side process flow ((a) of FIG. 12) is the same as (a) of FIG. 10 (S901 to 907). ). On the other hand, the processing flow on the road side ((b) of FIG. 12) performs timer processing instead of the counter processing described above in this example (S1003 to 1008). That is, first, after resetting the timer, the vehicle information is inquired, and the timer is activated by the vehicle abnormality notification received from each vehicle (S1003 to 1006). During this timer, in order to avoid minor abnormality processing, it waits for an abnormality recovery notification (S1007), determines that the abnormality has not been recovered when the timer is over, and broadcasts to that effect to each vehicle in area 4, The center 31 is also notified of the occurrence of an abnormality. Further, the center 31 instructs the train to be passed to avoid danger (decelerate, stop, etc.) (S1008 to 1010). On the other hand, if there is an abnormality recovery notification in the timer, the timer is reset and the above processing is repeated.

  As described above, in FIGS. 11 and 12, by using the counter or the timer, it is regarded as an emergency state only when a recovery notification from the abnormal vehicle to the normal state is not received within a specified time after the vehicle abnormality has occurred. Thereby, when danger avoidance is possible by a slight measure on the vehicle side, the processing of the roadside device 2 can be omitted.

FIG. 13 shows a fourth embodiment (FIG. 13A) and a fifth embodiment (FIG. 13B) of the present invention.
In the fourth embodiment of FIG. 13A, (a) when an abnormality occurs in the vehicle within the crossing, (b) the abnormal vehicle transmits a crossing bar control signal. (C) As a result, when there is an abnormal vehicle, the roadside device 2 controls to move the crossing bar up and down, and if necessary, reports the occurrence of the abnormality to the surroundings of the crossing by voice (siren) or the like. . The roadside device 2 may be provided in the crossing device to directly control the operation of the crossing bar or to sound a siren or the like provided in the crossing device.

  In the fifth embodiment of FIG. 13B, (a) the vehicle in the area 4 is inquired from the roadside device 2 installed in the railroad crossing. (B) Each vehicle that has received the inquiry signal notifies the state of the vehicle. (C) When there is an abnormality occurring vehicle, the roadside device 2 controls the crossing bar or notifies the surroundings of the occurrence of abnormality by voice (siren) or the like.

  According to the fourth and fifth embodiments, by using sirens and bars installed at the railroad crossing when an abnormality occurs, it is possible for vehicles outside the area, vehicles not equipped with DSRC onboard equipment, and passers-by. It is possible to notify the occurrence of an abnormality.

FIG. 14 shows a sixth embodiment (FIG. 14A) and a seventh embodiment (FIG. 14B) of the present invention.
In the sixth embodiment of FIG. 14A, (a) the roadside device 2 grasps the vehicle information (position and dynamics) of each vehicle in the communication area 4 from the uplink data. (B) The state of each vehicle in the area 4 is checked when the train approaches, and whether or not a stop line over or reckless crossing has occurred is checked. (C) When the corresponding vehicle exists, a warning notification or direct vehicle control is performed through the roadside device-on-vehicle device. When the distance between the vehicle and the level crossing is within a predetermined distance as a safe distance, the roadside device 2 transmits a vehicle control signal to directly move the vehicle, and the distance between the vehicle and the level crossing is set as a safe distance. You may make it avoid generation | occurrence | production of a contact accident etc. by making it become more than predetermined distance.

  According to the sixth embodiment, it is possible to prevent a collision accident between the vehicle and the train by detecting occurrence of a stop line over or reckless crossing at a railroad crossing and taking corresponding measures.

  On the other hand, in the seventh embodiment of FIG. 14B, (a) the roadside device 2 grasps each vehicle information (position, dynamics) in the communication area 4 from the uplink data. Then, (b) a forward / backward instruction is given while considering the congestion state and position of the vehicle, and control is performed so that the vehicle can pass efficiently. For example, the vehicle is controlled so that smooth traffic can be achieved by notifying the vehicle of position correction information for instructing the vehicle to move / stop within a range in which no protrusion to the railroad crossing occurs.

  According to the seventh embodiment, in a crossing that is crowded, it is possible to grasp the empty space between the vehicle and the level crossing, and if it can be accommodated, the vehicle can be moved or the vehicle can be directly controlled to move the vehicle efficiently. Is possible.

FIG. 15 shows an eighth embodiment of the present invention.
In the eighth embodiment, (a) the roadside device 2 installed in the railroad crossing notifies the center 31 of the passing time of the train 5 in its own area by wire or wirelessly. The center 31 calculates the estimated passage time of each area based on the information, and notifies each roadside device 2 of it. (B) When a vehicle abnormality occurs in the communication area 4, the roadside device 2 compares the abnormality occurrence notification time with the estimated train passage time and selects an appropriate countermeasure (such as an emergency stop). (C) The selected coping method is notified to the train 5 through the center 31. In this case, for example, the difference between the estimated transit time of the railroad crossing and the time of occurrence of the abnormality is calculated. If the difference is small, the notification to the train has the highest priority, and if the difference is large, the notification to the vehicle in the area has the highest priority. In this way, the priority order of notification to the information notification target is appropriately changed according to the difference. In addition, the notification content to the information notification target is appropriately changed according to the difference, such as a stop instruction when the difference is small and a caution to pass through / deceleration instruction when the difference is large. Note that a plurality of the roadside devices may be installed on the track, and each roadside device may directly notify other roadside devices through communication between the roadside devices or via the center.

  According to the eighth embodiment, the center 31 and the roadside device 2 determine whether or not the train schedule is disturbed based on the information notified from the roadside device 2 when passing through the train. Correct the stored database to the latest state. Thereby, when a vehicle abnormality occurs in the area 4, the difference between the occurrence time and the estimated train passage time is calculated, and effective danger avoidance according to the difference can be performed. For example, if the difference is small, a stop instruction is notified to the train (although it is a reliable risk avoidance, it has a great influence on the parties concerned). On the other hand, if the difference is large, the vehicle in the area is requested to rescue the vehicle movement (the degree of influence on the surroundings is low, but the certainty of danger avoidance is somewhat inferior).

  In the above, the risk avoidance configuration near the level crossing has been mainly described so far. However, it will be apparent to those skilled in the art that the same configuration can be applied to an area where a plurality of vehicles such as intersections and T-shaped roads cross and run in parallel. Also, the effect in that case is the same as described above. The same applies when the control target from the vehicle and the roadside device is changed from a railroad crossing device to a road signal.

Hereinafter, as a supplement to the operation of the present invention, A) an example of a method for determining whether or not a vehicle is present in an abnormality confirmation corresponding area and B) an example of a reckless crossing countermeasure will be briefly described.
A) An example of a method for determining whether or not the vehicle is in an area for confirming vehicle abnormality At the time of collating provided / available services between roads and vehicles when entering the communication area, it is determined whether or not the vehicle is in an area for confirming abnormality by the following means. If it is in the area, take the corresponding risk avoidance measures. If it is not in the area, do nothing.

  Specifically, as an example of whether or not the vehicle is present in the abnormality confirmation corresponding area, a railroad crossing is performed based on train operation information stored in a data holding unit 27 of the roadside device or a storage unit (not shown) of the center 31. When it is determined that the passing train is within 10 minutes, the safety system function is activated. Also, if the detection function based on the rain sensor and snow cover sensor installed on the roadside device is in bad weather such as heavy rain and heavy snow, and there is a train passing through the railroad crossing within 30 minutes, Activate system functions. Otherwise, stop the safety system function. In other words, whether or not the vehicle exists in the abnormality confirmation area is determined based on the time of the train passing the level crossing or the weather of the level crossing, or grasps the traffic information of the vehicle traveling on the level crossing on a time basis. In some cases, this may be considered. As a result, the safety system function is started and stopped as appropriate, so that the processing on the roadside and the center is reduced, and the communication between the roadside device and the vehicle-mounted device is also performed as appropriate, thereby reducing the congestion of the communication line.

B) Coping method of reckless crossing (1) When the passing train 5 approaches the narrow area communication area 4, an inquiry is made to the vehicle from the road side and the position information of the vehicle is confirmed. When it is determined from the uplink information from the vehicle that the vehicle has entered the railroad crossing, information is expanded (warning, danger avoidance measure instruction, etc.) for the same vehicle and passing train. The roadside device 2-center 31 changes the abnormality avoidance measures according to the type of abnormality information transmitted from the vehicle-mounted device provided in the vehicle to the roadside device 2-center 31 and the degree of approach of the train to the railroad crossing. Change the priority of notification information to nearby vehicles.
This will be specifically described. The types of abnormality information include ECU malfunctions, engine stalls, punctures, wheel removals, collisions between vehicles, and personal injury. The level of whether or not a level crossing can be escaped is determined based on these abnormal information. Is done. This determination may be performed by either the vehicle-mounted device or the roadside device 2 -center 31. The degree of approach of the train to the level crossing is grasped by the arrival time to the level crossing calculated from the speed of the train and the distance to the level crossing. The determination of the degree of approach is performed by the roadside device 2 -center 31.
The roadside apparatus 2-center 31 avoidance measure is as follows. If the level information added to the fault information is high, it is difficult for the vehicle to easily escape from the railroad crossing, and the degree of approach to the railroad crossing is as follows. If it is less than 10 minutes to reach the train level crossing, it is difficult for the vehicle to escape from the level crossing at an early stage, so measures are taken to stop the train urgently. In this case, if an accident occurs due to a delay in the train stoppage, vehicles near the railroad crossing may be involved in the accident. Warning information is transmitted to all vehicles capable of DSRC communication.
On the other hand, if the level information added to the abnormality information is low, the vehicle can easily escape from the railroad crossing. Therefore, the arrival time to the railroad crossing grasped as the degree of approach to the railroad crossing is 10. Even if it is within minutes, there is no need to stop the train urgently, and the priority of notification information to vehicles around the railroad crossing is also at a medium level, and the priority level of other communication information for all vehicles capable of DSRC communication Note information is transmitted in an appropriate order as compared with.
(2) When the passing train 5 approaches the narrow area communication area 4, the roadside device 2 makes an inquiry to the vehicle to confirm the position information of the vehicle. When it is determined from the uplink information from the vehicle that the vehicle has entered the railroad crossing, the vehicle is directly controlled to prevent reckless crossing. Note that the information notification to the train 5, the priority of vehicle control, and the content of notification are changed to the optimum one according to the situation such as the approach degree of the train 5 and the degree of vehicle abnormality.

  FIG. 16 shows a specific example of the cases (1) and (2). In FIG. 16A, the roadside device 2 installed in the railroad crossing makes an inquiry about position information to the vehicle when the passing train 5 approaches. (B) The position of the vehicle in the area 4 is grasped based on the uplink information from the vehicle, and the presence or absence of the reckless crossing vehicle in the crossing is checked. (C) When a corresponding vehicle is detected, i) notification to the train 5 to be passed, ii) notification to the vehicle (warning, instruction of danger avoidance measure, etc.), iii) direct control signal transmission of the vehicle. Note that the information notification content and priority are appropriately changed according to the situation (the degree of vehicle abnormality, the degree of approach of the train 5, etc.).

  (1) and (2) are reckless crossing countermeasures using the uplink from the vehicle-mounted device to the roadside device and the two-way communication between the road and vehicle, and grasp the situation in detail by grasping the vehicle position in real time. Measures are possible. Also, by changing the inquiry interval from the roadside device (depending on surrounding conditions (time, weather, degree of train approach) and regions (large cities / small and medium cities, countryside), etc.) traffic reduction and effect expansion Can also be planned.

  (3) A narrow area communication device and a vehicle sensor are provided on a railroad crossing bar installation base. And the signal which turns on a sensor is transmitted with respect to the narrow area communication apparatus installed in the crossing bar from the roadside apparatus 2 at the timing which a crossing bar operate | moves when the passing train 5 adjoins. After the sensor is turned on, the presence of a vehicle entering the railroad crossing is checked, and when such a vehicle is detected, the roadside device 2 is notified through the narrow area communication device. The roadside device 2 performs information development for the corresponding vehicle and the passing train 5 based on the received information. Note that the priority and notification content of the information notification target are appropriately changed according to the situation such as the degree of train approach and the degree of vehicle abnormality.

  In addition, when a corresponding vehicle is detected by a vehicle sensor of a railroad crossing bar, not only the roadside device 2 is notified, but also the roadside bar is used (sound, display, bar operation, etc.) to notify the corresponding vehicle and its surroundings. Is possible. Further, after passing the train, as in the case of passing the train, an instruction to turn off the vehicle sensor may be transmitted from the center 31 to the railroad crossing bar through the roadside device 2 to save energy.

  FIG. 17 shows a specific example of the case (3). In FIG. 17A, when the passing train 5 approaches, the center 31 instructs the roadside device 2 to turn on the vehicle sensor installed on the railroad crossing bar. The railroad crossing bar that has received the above instruction turns on the sensor and checks whether there is a reckless crossing vehicle in the railroad crossing. (B) When the vehicle sensor of the crossing bar detects that there is a corresponding vehicle in the crossing, the roadside device 2 is notified to that effect by the narrow area communication device installed at the crossing. (C) The roadside device 2 performs i) notification to the train 5 to be passed, ii) notification to the vehicle (warning, instruction for risk avoidance measures, etc.), iii) direct control signal transmission of the vehicle, and the like. Note that the information notification content and priority are appropriately changed according to the situation (the degree of vehicle abnormality, the degree of approach of the train 5, etc.).

  In this example (3), the communication target with the roadside device 2 is a narrow area communication device installed on a railroad crossing bar, and a vehicle sensor (image sensor, voice sensor, temperature sensor) installed on the railroad crossing bar for detection of the presence or absence of a reckless crossing vehicle. Etc.), and when a corresponding vehicle is detected, it is notified by means of crossing bar-roadside device communication. With this method (3), it is possible to eliminate the demerit that the position cannot be grasped unless the above (1) and (2) are vehicles equipped with a narrow area communication device.

It is the figure which showed an example of danger avoidance in the conventional method (VICS). It is the figure which showed an example of the danger avoidance using the DSRC narrow area communication system by this invention. It is the figure which showed each apparatus structural example of the onboard equipment and roadside apparatus which are used by this invention. It is the figure which showed an example of the network structure of this invention. It is the figure which showed the 1st Example of this invention. It is the figure which showed an example of the processing flow in FIG. It is the figure which showed the 2nd Example of this invention. It is the figure which showed an example of the processing flow in FIG. It is the figure which showed the 3rd Example of this invention. It is the figure which showed an example of the processing flow in FIG. FIG. 10 is a diagram showing another processing flow example in FIG. 9. It is the figure which showed another example of a processing flow in FIG. It is the figure which showed the 4th and 5th Example of this invention. It is the figure which showed the 6th and 7th Example of this invention. It is the figure which showed the 8th Example of this invention. It is the figure which showed an example of the coping method of reckless crossing. It is the figure which showed another example of the coping method of reckless crossing.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Onboard equipment 2 Roadside device 31, 32 Center server 4 Narrow area communication area 5 Passing train

Claims (5)

A narrow area bidirectional communication means for communicating with the vehicle-mounted device mounted in the vehicle, in the level crossing within an area where narrow area bidirectional communication is possible,
Communication means for notifying information related to the vehicle abnormality information to the outside when the vehicle abnormality information indicating that the vehicle is in an abnormal state is received from the vehicle-mounted device by the narrow area bidirectional communication means. A crossing-side device characterized by that. In a level crossing, which is an area where narrow-area two-way communication is possible, a vehicle-mounted device mounted on a vehicle and a crossing-side device communicate with each other in a narrow-area two-way communication system within a level crossing.
The vehicle-mounted device is a vehicle-mounted device including narrow-area two-way communication means for transmitting vehicle abnormality information indicating that the vehicle is in an abnormal state when an abnormality occurs in the vehicle,
The railroad crossing-side device receives the vehicle abnormality information from the vehicle-mounted device, and when the vehicle abnormality information is received from the vehicle-mounted device by the narrow-area bidirectional communication device, A narrow cross-section bidirectional communication system within a crossing, comprising a crossing-side device provided with communication means for notifying information related to the vehicle abnormality information. The outside is a train operation management center,
The information related to the vehicle abnormality information is an abnormality occurrence information in a crossing that notifies that an abnormality has occurred in the vehicle in the crossing,
The train operation management center extracts a train that is scheduled to pass the crossing when receiving the notification of the abnormality occurrence information in the crossing and the notification of the abnormality occurrence information in the crossing from the communication means. 3. The transmission means according to claim 2, further comprising: search means; and transmission means for notifying the train extracted by the search means of the accident avoidance instruction information in the crossing that instructs to avoid the accident in the crossing. A narrow-area two-way communication system in a level crossing. The outside is a train,
Information related to the vehicle abnormality information is an accident avoidance instruction information in a crossing that instructs to avoid an accident in the crossing,
The train avoids an accident in the crossing when receiving a notification of the accident avoidance instruction information in the crossing when receiving a notification of the accident avoidance instruction information in the crossing from the communication means, The narrow area bidirectional communication system in a level crossing according to claim 2. In the level crossing, which is an area in which narrow area bidirectional communication is possible, the onboard unit mounted on the vehicle and the level crossing side device communicate with each other in the narrow area bidirectional communication method within the level crossing.
The vehicle-mounted device transmits vehicle abnormality information indicating that the vehicle is in an abnormal state when an abnormality has occurred in the vehicle,
The railroad crossing side device receives the vehicle abnormality information from the vehicle-mounted device via a narrow-area bidirectional communication network, and receives the vehicle abnormality information from the vehicle-mounted device via a narrow-area bidirectional communication network In addition, the information relating to the vehicle abnormality information is notified to the outside.

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