JP2018082267A - Radio communication apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a radio communication apparatus capable of acquiring various kinds of data from an on-vehicle unit.SOLUTION: Disclosed is a radio communication apparatus, which includes: a first data acquisition part capable of acquiring a piece of first data relevant to at least one of travel history and behavior history of a vehicle from an on-vehicle unit which is moving in a communication area; a determination part that determines whether there is an available communication traffic in the communication area; and a second data acquisition part that, when determined there is an available communication traffic, acquires a piece of second data different from the first data from the on-vehicle unit travelling in the communication area.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a wireless communication apparatus that acquires data from an in-vehicle device that moves within a communication area.

  As an example of the vehicle-mounted device and the wireless communication device as described above, there are a so-called ETC 2.0 vehicle-mounted device and an ITS spot. Such an ETC 2.0 vehicle-mounted device can transmit (uplink) vehicle travel history data, behavior history data, and the like to an ITS spot (see, for example, Patent Document 1).

JP 2014-044485 A

  There is a demand for expanding data that can be uplinked from an in-vehicle device to a wireless communication device.

  Therefore, an object of the present disclosure is to provide a wireless communication device that can acquire more various data from the vehicle-mounted device.

This disclosure
A first data acquisition unit capable of acquiring first data relating to at least one of a vehicle travel history and a behavior history from an in-vehicle device moving in a communication area;
A determination unit for determining whether there is a margin of communication traffic in the communication area;
When it is determined that there is a margin in the communication traffic, a second data acquisition unit capable of acquiring second data different from the first data from the vehicle-mounted device moving in the communication area;
Directed to a wireless communication device.

  According to the present disclosure, since it is possible to acquire the second data in addition to the first data, it is possible to provide a wireless communication device that can acquire more various data from the vehicle-mounted device.

The figure which shows the whole structure of the road-vehicle communication system provided with the radio | wireless communication apparatus which concerns on one Embodiment of this indication. The figure which shows the application example of the onboard equipment and radio | wireless communication apparatus of FIG. Sequence diagram showing exchange of first data (travel history data, behavior history data) in the road-vehicle communication system of FIG. The figure which shows a detailed structure of the control part in the onboard equipment of FIG. Schematic diagram showing technical issues The flowchart which shows the reading method of the 2nd data in the radio | wireless communication apparatus of FIG. Sequence diagram showing exchange of first data and second data in the road-to-vehicle communication system of FIG. The flowchart which shows the process sequence of the modification 1 of the reading method of 2nd data. The flowchart which shows the process sequence of the modification 2 of the reading method of 2nd data. The flowchart which shows the process sequence of the modification 3 of the reading method of 2nd data.

  Hereinafter, a road-vehicle communication system including a wireless communication apparatus according to an embodiment of the present disclosure will be described in detail with reference to the drawings.

<1. Definition>
Table 1 below shows the meaning of acronyms and abbreviations used in this embodiment.

<2. Basic Configuration of Road-to-Vehicle Communication System>
First, FIG. 1 and FIG. 2 will be referred to. In the road-vehicle communication system S, at least one wireless communication device 1 and at least one vehicle-mounted device 3 can perform wireless communication.

  Each wireless communication device 1 is installed along a road, for example. Each wireless communication device 1 performs road-to-vehicle communication via the wireless link L with the vehicle-mounted device 3 existing in the communication area A assigned to itself. For this purpose, each wireless communication device 1 generally includes a wireless communication unit 11 and a control unit 13.

  More specifically, the communication area A includes a downlink area where the wireless communication device 1 can transmit data to the vehicle-mounted device 3. Further, as the wireless link L, first, there is a downlink for data communication from the wireless communication device 1 to the vehicle-mounted device 3. In each wireless communication device 1, the wireless communication unit 11 sends predetermined downlink information to a predetermined frequency band (for example, 700 MHz band) toward the vehicle-mounted device 3 existing in its own downlink area under the control of the control unit 13. And broadcast on the downlink using the downlink.

  Since the broadcast transmission of the downlink information is not a main part of the present disclosure, illustration of the downlink area and the downlink and the detailed description above are omitted.

As the communication area A, in addition to the downlink area, there is an uplink area A _{UP in} which the wireless communication device 1 can receive data from the vehicle-mounted device 3. In this context the uplink area A _UP, length in the extension direction of the road is approximately 30m or so. When it is assumed that the vehicle travels at 100 km / h, the vehicle can perform data communication with the wireless communication device 1 only in the uplink area A _{UP for} about 1 second. In addition to the downlink, the radio link L includes an uplink L _UP for data communication from the vehicle-mounted device 3 to the radio communication device 1.

Further, in each wireless communication device 1, the wireless communication unit 11 can be connected simultaneously by using a predetermined number (for example, six) of the vehicle-mounted devices 3 existing in its own uplink area _AUP and the uplink _LUP. Yes. The control unit 13 assigns communication slots to these vehicle-mounted devices 3, and the wireless communication unit 11 receives tag information (details will be described later) including at least one of travel history data and behavior history data under the control of the control unit 13. Information for reading (hereinafter referred to as a tag read request) is superimposed on a carrier wave in a predetermined frequency band and transmitted using a predetermined control channel or the like (see sequence SQ001 in FIG. 3). Note that data communication is performed between the wireless communication device 1 and the vehicle-mounted device 3 in accordance with a communication sequence defined by ARIB or the like.

  Further, when the control unit 13 acquires the tag information from the vehicle-mounted device 3 by the tag read request, the control unit 13 sends the tag overwrite request to the carrier wave in order to clear the memory area (details will be described later) holding the read tag information. It superimposes and transmits from the radio | wireless communication part 11 to the vehicle equipment 3 used as object using a predetermined control channel etc. (refer sequence SQ005).

The control unit 13 terminates the communication sequence of FIG. 3 by exiting the on-vehicle device 3 from the uplink area A _UP , timeout on the on-vehicle device 3 side, or termination determination of the communication sequence (see sequence SQ009).

Reference is again made to FIGS. Each vehicle-mounted device 3 is, for example, an ETC 2.0 vehicle-mounted device, and moves on the road by being installed in the vehicle. The on-vehicle device 3 receives the downlink information by the above-described method via the wireless communication unit 31 during movement. Further, when each vehicle-mounted device 3 enters the uplink area A _UP on the road, it performs road-to-vehicle communication with the wireless communication device 1 via the wireless link. For this purpose, each vehicle-mounted device 3 generally includes a wireless communication unit 31 and a control unit 33.

In addition, the control unit 33 of each vehicle-mounted device 3 is wirelessly connected to the wireless communication device 1 through the uplink L _UP in the uplink area A _UP , and responds to a tag read request from the wireless communication device 1 in response to the wireless communication unit 31. The tag information is superimposed on the carrier wave and transmitted using the assigned communication slot (see sequence SQ003 in FIG. 3). Hereinafter, the process of sequence SQ003 may be referred to as an uplink process.

Here, in the present disclosure, for example, the control unit 33 acquires travel history data at the following data acquisition timings (1), (2), etc., and stores it in a memory (not shown) as a first example of tag information. Write and accumulate.
(1) Time when the vehicle traveled 200 m from the last accumulated point (2) Time when the traveling direction of the vehicle changed 45 degrees or more from the last accumulated point

  In the present disclosure, the travel history data includes, for example, the current time, the current position (longitude, latitude) of the vehicle-mounted device 3, speed data, and the like. Such travel history data can be obtained from the navigation device 5 that can be interlocked with the vehicle-mounted device 3. The travel history data acquisition method may be acquired from various sensors (a timer, a direction sensor, a vehicle speed pulse generator, etc.) in addition to the acquisition from the navigation device 5.

  Further, when the longitudinal acceleration, lateral acceleration, yaw angular velocity, etc. of the vehicle exceed the threshold values determined for each of them, the control unit 33 acquires behavior history data and writes and stores it in the memory as a second example of tag information. .

  In the present disclosure, the behavior history data includes, for example, the current time, the current position of the vehicle-mounted device 3, the longitudinal acceleration, the lateral acceleration, and the yaw angular velocity of the vehicle-mounted device 3. Such behavior history data can be obtained from various sensors 7 such as an acceleration sensor and an angular velocity sensor mounted on the vehicle in addition to the navigation device 5.

  The tag information memory includes a predetermined number (for example, 8 tags) of memory areas, and stores the tag information. In the present disclosure, for example, a plurality of sets of travel history data are stored in a memory area for seven tags, and a set of behavior history data is stored in a memory area for the remaining one tag. Each memory area is about 496 bytes, for example, and it is possible to store tag information obtained when traveling about 50 km depending on the traveling state of the vehicle.

  Tag information stored in a predetermined number of memory areas is read in response to a tag read request and transmitted from the wireless communication unit 31 at a time by an uplink process. If there is no behavior history data or the like in the memory area, the control unit 33 transmits NULL.

  After the completion of the above uplink processing, the control unit 33 clears the tag information stored in the predetermined number of memory areas in response to the tag overwrite request from the wireless communication device 1, more specifically, Tag information is overwritten with NULL. Thereafter, the control unit 33 transmits a tag overwrite response indicating that the tag information has been cleared to the wireless communication apparatus 1 via the wireless communication unit 31 (see sequence SQ007 in FIG. 3).

<3. Details of technical issues>
<3-1. About the generation of free bandwidth>
As described above, the length of each uplink area A _UP is about 30 m, and tag information obtained when the vehicle travels about 50 km can be stored using the entire memory area on the vehicle-mounted device 3 side. Furthermore, on the vehicle-mounted device 3 side, in response to a single tag read request, tag information in all memory areas is read and transmitted to the wireless communication device 1. From the above, as shown in FIG. 5, when the vehicle-mounted device 3 performs the uplink process in a certain uplink area A _UP1 , the vehicle-mounted device 3 passes through the uplink area A _UP2 beyond that. May hold only a small amount of tag information even though communication slots are allocated. As described above, the road-to-vehicle communication system S has a problem that the communication slot may not be effectively used.

<3-2. About expansion of tag information>
In the road-to-vehicle communication system S, traveling history data and behavior history data are defined as tag information at present. Hereinafter, for convenience, the travel history data and the behavior history data are collectively referred to as first data. In the future, second data other than the first data may be defined. The second data includes cumulative mileage of vehicles, labor management data of transport vehicles (more specifically, work start time, work end time, break time, standby time or cargo information, etc.), failure information or oil supply amount, etc. Is typical. However, no such second data uplink is defined.

  In the present disclosure, in view of the above technical problem, the wireless communication device 1 can acquire more various data by providing a method in which the wireless communication device 1 reads not only the first data but also the second data from the vehicle-mounted device 3. The purpose is to provide.

<4. Second Data Reading Method>
In order to read the second data, as shown in FIG. 4, the memory 331 provided in the control unit 33 of the vehicle-mounted device 3 has a predetermined number of memory areas (in other words, a memory area for the first data) 331f. It is preferable to define and reserve another memory area 331s for the second data. Hereinafter, for convenience of explanation, the first data memory area 331f is referred to as a first memory area 331f, and the second data memory area 331s is referred to as a second memory area 331s. In the present disclosure, it is assumed that the second memory area 331s includes the same configuration as the first memory area 331f, that is, a predetermined number (for example, 8 tags) of memory areas. However, the present invention is not limited to this, and the second memory area 331s may be configured to be different from the first memory area 331f.

  In the in-vehicle device 3, the control unit 33 performs data communication with, for example, a mobile terminal device (handy terminal) for collection / delivery work (not shown) or a smartphone installed with an application for collection / delivery work, and labor management as an example of the second data Data and the like are acquired and stored in the second memory area 331s.

  Further, in order to read the second data, the control unit 13 of the wireless communication device 1 executes steps S101 to S111 after the completion of the acquisition of the first data, as shown in FIG.

First, in step S101, the control unit 13 estimates the current vehicle speed in its own uplink area A _UP from past (preferably immediately preceding) first data (travel history data and behavior history data). Specifically, the control unit 13 periodically acquires, for example, first data from a vehicle existing in its own uplink area A _UP by an uplink process on the vehicle-mounted device 3 side, and preferably acquires it in the immediately preceding cycle. Hold the first data. The control unit 13 extracts speed data from the first data currently held, and estimates an average value (simple average value or harmonic average value) of the extracted speed data as the current vehicle speed.

In the next step S103, the control unit 13 acquires the number of uplink L _UPs currently used in its own uplink area A _UP from, for example, the allocation status of the communication links L defined by ARIB STD-T75. . At this time, it is preferable not to consider the uplink L _UP used by the vehicle-mounted device 3 that has transmitted the tag overwrite response.

  Note that the order of steps S101 and S103 may be switched.

  In the next step S105, the control unit 13 determines whether or not the current vehicle speed estimated in step S101 exceeds a predetermined vehicle speed threshold value.

  In the next step S107, the control unit 13 determines whether or not the number of uplinks acquired in step S103 exceeds a predetermined link number threshold.

These threshold values are appropriately determined based on experiments and simulations in the design / development stage of the wireless communication device 1. In particular, the vehicle speed threshold is preferably determined based on whether traffic is flowing smoothly in the target uplink area _AUP . This is because when the traffic is flowing smoothly, it can be assumed that the vehicle that has not performed the uplink of the first data enters the uplink area A _UP from the next to the next.

In this disclosure, when it is determined YES in both steps S105 and S107, the control unit 13 skips step S109. On the other hand, if (1) NO is determined in step S105, or (2) YES is determined in step S105 and NO is determined in step S107, the control unit 13 determines that there is a margin in communication traffic in the uplink area A _UP . Proceeding to step S109, second data acquisition processing is performed.

  In step S109, in the wireless communication apparatus 1, the wireless communication unit 11 uses information for reading the second data (hereinafter referred to as a second read request) under the control of the control unit 13 in the same manner as the sequence SQ001 in FIG. In this procedure, the data is transmitted to the vehicle-mounted device 3 (see sequence SQ201 in FIG. 7).

  Further, in each vehicle-mounted device 3, the control unit 33 reads the second data from the second memory area 331 s in response to the second read request from the wireless communication device 1, and displays the second read response as shown in FIG. 3. The wireless communication unit 31 transmits the wireless communication device 1 to the wireless communication device 1 in the same manner as the sequence SQ003 (see the sequence SQ203 in FIG. 7). Hereinafter, the process of sequence SQ203 may be referred to as a second uplink process. On the other hand, the process of the above-described sequence SQ003 may be hereinafter referred to as a first uplink process.

  In the wireless communication device 1, when the acquisition of the second data from the vehicle-mounted device 3 is completed, the control unit 13 uses the same method as the sequence SQ005 of FIG. 3 to store the second memory that has been read out. In order to clear the area 331s, a second overwrite request is transmitted (see sequence SQ205).

  In the in-vehicle device 3, the control unit 33 clears the second data in the second memory area 331 s in response to the second overwrite request from the wireless communication device 1 by the same method as the sequence SQ007 in FIG. 3. Thereafter, control unit 33 transmits a second overwrite response indicating that the second data has been cleared to wireless communication apparatus 1 (see sequence SQ207).

  Here, FIG. 6 will be referred to again. Upon receiving the second overwriting response, the control unit 13 determines the end of the second data acquisition to the in-vehicle device 3 based on the exit from the uplink area of the in-vehicle device 3 (step S111 in FIG. 6, FIG. 6). 7 sequence SQ209), the process of FIG. On the other hand, the control part 13 performs step S101, when continuing, without complete | finishing.

<5. Action / Effect>
As described above, the wireless communication device 1 preferentially executes reading of the first data (running history data / behavior history data) as already standardized. Thereafter, the wireless communication device 1 determines the degree of communication congestion in its own uplink area A _UP based on the vehicle speed and the number of used links in this uplink area A _UP . For example, if communication congestion does not occur in the processes of steps S105 and S107, the wireless communication device 1 reads the second data (labor management data or the like). In this way, by providing a method in which the wireless communication device 1 reads not only the first data but also the second data from the vehicle-mounted device 3, it is possible to provide the wireless communication device 1 that can acquire more diverse data. . As a result, it is possible to obtain an effect that the communication slot in the road-vehicle communication system S can be effectively used.

  In addition, as described above, the acquisition of the second data is performed in the same procedure as the acquisition of the first data. Therefore, the second data can be acquired without changing the existing wireless communication device 1 and the vehicle-mounted device 3 so much. An acquisition process can be implemented.

<6. Addendum>
<6-1. About the second data>
In the above description, as the second data, the cumulative mileage of the vehicle, labor management data of the transport vehicle (more specifically, business start time, business end time, break time, standby time or cargo information, etc.), failure information Or the amount of oil supply etc. were illustrated. However, the second data may be different from the first data. Furthermore, the second data is the same type as the first data (that is, the travel history data or the behavior history data), but the specific values may be different. For example, the second data may be travel history data or behavior history data several minutes ago.

<6-2. How to get the current vehicle speed>
In the above description, the control unit 13 estimates the speed of the vehicle currently traveling in the uplink area A _UP from the past first data. However, not limited thereto, provided on the road of the wireless communication apparatus 1 and the roadside and uplink area A _UP of the available communication speed sensor uplink area A _UP vicinity, the control unit 13, were obtained from the vehicle speed sensor Based on the measured value, the speed of the vehicle currently traveling in the uplink area A _UP may be obtained.

<6-3. Regarding Modification 1 of Processing of Control Unit 13>
Moreover, the control part 13 <5. In order to obtain the action / effect described in the section “Action / Effect>, the process of FIG. 8 may be performed instead of the process of FIG. FIG. 8 differs from the process of FIG. 6 in that step S301 is included instead of steps S105 and S107. Other than that, there is no difference between the two flow diagrams. Therefore, in FIG. 8, the same step numbers are assigned to the steps corresponding to the steps in FIG.

Control unit 13, as shown in Table 2 below, for each combination of the current vehicle speed and the number of uplink in the uplink area A _UP, holds a table describing whether to perform the step S109.

  In step S301, the control unit 13 refers to the above table and confirms a value corresponding to the combination of the current vehicle speed obtained in step S101 and the uplink number obtained in step S103, and based on the value, step S109. It is determined whether or not to execute. For example, if 45 km / h is obtained in step S101 and 2 is obtained as the uplink number in step S103, the control unit 13 determines to execute step S109.

<6-4. Regarding Modification 2 of Processing of Control Unit 13>
Moreover, the control part 13 <5. In order to obtain the action / effect described in the section “Action / Effect>, the process of FIG. 9 may be performed instead of the process of FIG. FIG. 9 is different from the process in FIG. 6 in that steps S401 and S403 are included instead of steps S101 and S105. Other than that, there is no difference between the two flow diagrams. Therefore, in FIG. 9, the same step numbers are assigned to those corresponding to the steps in FIG.

  The control unit 13 receives the tag overwrite response sent from the vehicle-mounted device 3 in the sequence SQ007 of FIG. The control unit 13 counts the number of receptions per unit time each time a tag overwrite response is received.

  In step S401 in FIG. 9, the control unit 13 acquires the current value for the number of received tag overwrite responses per unit time after completing the uplink of the first data.

  After step S103, the control unit 13 determines in step S403 whether the current value of the tag overwrite response obtained in step S401 exceeds a predetermined reception number threshold value.

The reception number threshold value is appropriately determined based on experiments and simulations in the design / development stage of the wireless communication device 1. Specifically, the vehicle-mounted device 3 transmits a tag overwrite response if the uplink processing is normally completed. Therefore, The greater the more the number of received per unit time tag override response exceeds the reception speed threshold, the vehicle-mounted device 3 of the uplink unexecuted can be frequently regarded as enters the uplink area A _UP.

  The control unit 13 skips step S109 only when (1) YES is determined in both steps S403 and S107, and in other cases, the control unit 13 proceeds to step S109 and performs the second data reading process.

<6-5. Regarding Modification 3 of Processing of Control Unit 13>
Moreover, the control part 13 <5. In order to obtain the action / effect described in the section “Action / Effect>, the process of FIG. 10 may be performed instead of the process of FIG. FIG. 10 differs from the process of FIG. 9 in that step S501 is included instead of steps S403 and S107. Other than that, there is no difference between the two flow diagrams. Therefore, in FIG. 10, the same step numbers are assigned to the steps corresponding to the steps in FIG. 9, and the descriptions thereof are omitted.

As shown in Table 3 below, the control unit 13 describes whether or not to execute step S109 for each combination of the number of received tag overwrite responses per unit time and the number of uplinks in the uplink area A _UP . Holding a table.

  In step S501, the control unit 13 refers to the above table, confirms a value corresponding to the combination of the number of receptions obtained in step S401 and the number of uplinks obtained in step S103, and performs step S109 based on the value. Determine whether to execute. For example, if 4 is obtained as the number of receptions in step S401 and 5 is obtained as the number of uplinks in step S103, the control unit 13 determines not to execute step S109.

<6-6. About further modifications>
The determination whether each step S109 is executed / not executed is based on the current vehicle speed and the number of uplinks currently used in the processes of FIGS. 6 and 8, and the current tag overwrite response in the processes of FIGS. And the number of uplinks currently in use. However, the present invention is not limited to this, and whether or not each step S109 is executed / not executed is determined by either the current vehicle speed or the number of uplinks currently used in FIG. The processing in FIG. 10 may be based on either the current number of received tag overwrite responses or the number of uplinks currently used.

  The wireless communication apparatus according to the present disclosure can obtain more various data from the vehicle-mounted device, and is suitable for a so-called ITS spot.

DESCRIPTION OF SYMBOLS 1 Wireless communication apparatus 11 Wireless communication part 13 Control part

Claims (3)

A first data acquisition unit capable of acquiring first data relating to at least one of a vehicle travel history and a behavior history from an in-vehicle device moving in a communication area;
A determination unit for determining whether there is a margin of communication traffic in the communication area;
When it is determined that there is a margin in the communication traffic, a second data acquisition unit capable of acquiring second data different from the first data from the vehicle-mounted device moving in the communication area;
A wireless communication device comprising: The determination unit determines whether there is a margin of communication traffic in the communication area based on the vehicle speed of the vehicle currently traveling in the communication area and the number of uplinks currently used in the communication area.
The wireless communication apparatus according to claim 1. Based on the number of responses from the vehicle-mounted device currently moving in the communication area and the number of uplinks currently used in the communication area, the determination unit determines whether there is a margin of communication traffic in the communication area. to decide,
The wireless communication apparatus according to claim 1.

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