JP2003346286A - Traffic information system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traffic information system enhanced in information collecting ability. <P>SOLUTION: Onboard equipment 3 is mounted on a vehicle 2 to collect traffic information such as congestion information, accident information and method meteorological information. A car navigation system 20 is included in the onboard equipment, the positional information is detected therein, and the information as to congestion, an accident and weather conditions is input manually or detected automatically. A laser radar 14 is included in the onboard equipment to detect the number of vehicles, a vehicular speed, and a shape of a vehicle or the like, and the congestion information and the accident information are prepared based thereon. The various kinds of informations collected in the vehicle 2 transmitted to a center 9 via relay equipment 4. Information worked in the center 9 is transmitted back again to the vehicle. <P>COPYRIGHT: (C)2004,JPO

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traffic information system for notifying vehicles traveling on a road of traffic information including traffic jam information, accident information, weather information, and the like.

[0002]

2. Description of the Related Art This kind of traffic information system is premised on collecting basic data (number of vehicles, speed of vehicles, etc.) for creating congestion information, accident information and weather information. This basic data is available at as many points as possible,
It should be collected accurately and in real time.

In existing installations, vehicle sensors (including television cameras) are only located at key points on the road. Increasing the number of points at which data is collected would require numerous sensors at various points, which would be prohibitively expensive.

[0004]

DISCLOSURE OF THE INVENTION The present invention can be applied to a large number of points without installing sensor devices for data collection at many points.
It is intended to provide a system that can collect traffic data accurately and in real time and provide appropriate traffic information.

[0005] The present invention, which has been grasped from a first viewpoint, is used in a vehicle and used for collecting individual information relating to traffic and the like, and based on individual information transmitted from the individual information collecting device. And a center device for creating comprehensive information on an area within a predetermined range.

The individual information collecting device includes at least a position detecting means for measuring a position to generate position data, a manual operation information inputting means for manually inputting information representing a surrounding situation, and a position detecting means. A first transmitting device for transmitting individual information including the input position data and the information input by the manual operation information input means, a first receiving device for receiving the comprehensive information transmitted from the center device, and A notification device for notifying the general information received by one of the receiving devices is provided.

[0007] The center device includes a second receiving device for receiving the individual information transmitted from the first transmitting device of the individual information collecting device, and a center device based on the individual information received by the second receiving device. Information processing means for generating comprehensive information on the area in a predetermined range, and second transmitting means for transmitting the comprehensive information created by the information processing means to the individual information collecting device. Preferably, the individual information collecting device is provided with clock means, and time data measured by the clock means is included in the individual information and transmitted to the center device. However, as the time data, the time at which the second receiving device of the center device receives the individual information can be used.

The manual operation information input means of the individual information collecting device inputs, for example, information relating to an accident, traffic jam or weather.

[0009] The individual information collecting device is mounted on a vehicle and used. There are many vehicles traveling on roads. Information indicating a situation around the vehicle is transmitted to the center device from many or some of the vehicles. The center device can determine where and what kind of situation has occurred (where the accident or traffic congestion has occurred and on what scale) based on the information.

When an individual information collecting device is mounted on a vehicle running on a road and used, necessary information is collected without providing a vehicle sensor or the like at various places on the road. In addition, since the driver manually inputs information, information indicating a state seen by human eyes can be obtained, and appropriate judgment can be made.

In one embodiment, the individual information collecting device further includes a storage device for storing an individual information collecting device or an identification code of a vehicle equipped with the individual information collecting device, and the first transmitting means of the individual information collecting device includes Transmitting at least the position data, the time data, and the identification code at least twice at a predetermined time interval, and responding to the input of the information from the manual operation information input means, the input information and at least the identification code; Send The information processing means of the center device determines a traveling direction of the vehicle equipped with the individual information collecting device based on the position data, the time data, and the identification code received at least twice. The running speed of the vehicle can also be calculated.

Thus, the traveling direction (traveling lane) of the vehicle equipped with the individual information collecting device can be determined. Generally, traffic flow on roads is bidirectional. Accidents and traffic jams often occur only in one direction. Since the traveling direction of the vehicle is determined as described above, it is possible to know in which direction of the traffic flow on the road an accident or traffic jam has occurred, and it is possible to provide appropriate traffic information. However, the individual information collecting device mounted on the vehicle calculates the movement vector based on the two position data spaced at a fixed time interval, determines the traveling lane of the own vehicle based on the movement vector, and determines the determination result. May be transmitted to the center.

The present invention provides the information collecting device used in the traffic information system.

This information collecting apparatus is provided with position detecting means for measuring at least a position to generate position data, manual operation information inputting means for manually inputting information representing a surrounding situation, and the position detecting means. A first transmitting device for transmitting individual information including the input position data and the information input by the manual operation information input means. If necessary, the individual information includes data representing the time at the time of manual input.

Preferably, the information collecting device further includes a first receiving device for receiving the general information transmitted from the center device, and a notifying device for notifying the general information received by the first receiving device. Provided.

This information collecting device can be realized by using a car navigation system. At least the position detection means and the manual operation information input means are provided in a car navigation system.

The present invention further provides a car navigation system.
Offering system. This car navigation
The system includes position detecting means for measuring position and creating position data, and manual operation information input means for manually inputting information on at least one of accident, traffic congestion, and weather.

[0018] Car navigation systems tend to be increasingly popular. Therefore, by sharing part of the functions of the information collection device in the car navigation system, the economic burden on the person who installs the information collection device can be reduced. Of course, a car navigation system having all functions of the information collecting device can be prepared.

A traffic information system according to the present invention, which is grasped from a second viewpoint, is mounted on a vehicle and used, and collects individual information relating to the traveling of the vehicle, and transmits the information from the individual information collecting device. And a center device for creating traffic information in an area within a predetermined range based on the obtained individual information.

The individual information collecting device includes at least a position detecting means for measuring a position to generate position data, a storage device for storing an identification code of the individual information collecting device or a vehicle equipped with the same, and the position detecting means. A first transmitting device that transmits the created position data and the individual information including the identification code stored in the storage device at least twice at predetermined time intervals, and receives traffic information transmitted from the center device; A first receiving device; and a notifying device for notifying the traffic information received by the first receiving device.

The center device includes a second receiving device for receiving the individual information transmitted from the first transmitting device of the individual information collecting device, and at least two times of receiving the individual information received by the second receiving device. The information processing device includes information processing means for creating traffic information in a predetermined range based on the individual information, and second transmission means for transmitting the traffic information created by the information processing means to the individual information collecting device.

The second invention is characterized in that at least the minimum data such as the position data and the identification number is transmitted from the individual information collecting device of the vehicle to the center device. The second invention is characterized in that these data are transmitted at least twice at time intervals. This transmission is performed automatically. If necessary, the individual information collection device of the vehicle also transmits time data.

Receiving the position data and the identification number at least twice from the same vehicle and adding time data (transmitted from the vehicle or obtained by detecting the time at the time of reception by the center device) Accordingly, the center device can calculate the traveling direction and speed of the vehicle. Based on this information, the center device can determine the presence or absence of congestion and, if there is congestion, the location of the congestion.

The traffic congestion information can include the presence / absence and degree of traffic congestion.

In a preferred embodiment, the individual information collecting device includes a vehicle speed detecting means for detecting a running speed of a vehicle on which the individual information collecting device is mounted. The first transmitting device transmits data representing the traveling speed detected by the vehicle speed detecting means to the center device.

Also in the second invention, since various data can be obtained from vehicles traveling on the road, it is not necessary to install special information collection equipment at many points on the road.

The second invention also provides an information collecting device used in this traffic information system.

This information collecting apparatus includes at least a position detecting means for measuring a position to generate position data, a storage device for storing an identification code of the information collecting apparatus or a vehicle mounted with the information collecting apparatus, and a position detecting means for generating the position data. A first transmitting device that transmits the specified position data and the individual information including the identification code stored in the storage device at least twice at predetermined time intervals. Preferably,
Clock means is provided in the information collecting device, and time data output from the clock means is also included in the individual information and transmitted.

More preferably, the information collecting device is
First to receive the traffic information transmitted from the center device
And a notifying device for notifying the traffic information received by the first receiving device.

The traffic information system according to the present invention, which is grasped from a third viewpoint, is mounted on a vehicle and used, and collects individual information relating to traffic and the like, and an individual information collection device transmitted from the individual information collection device. And a center device that creates comprehensive information on an area within a predetermined range based on the individual information.

The above-mentioned individual information collecting apparatus comprises: a position detecting means for measuring at least a position to generate position data; projecting an electromagnetic wave (including light) into a predetermined range; receiving a reflected wave thereof; A radar device for creating surrounding information representing a situation around the vehicle on the basis of the vehicle, and a first transmitting device for transmitting position data created by the position detecting means and individual information including the surrounding information created by the radar device. , A first receiving device for receiving the general information transmitted from the center device, and a notifying device for notifying the general information received by the first receiving device.

[0032] The center device is a second receiving device for receiving the individual information transmitted from the first transmitting device of the individual information collecting device, based on the individual information received by the second receiving device. Information processing means for generating comprehensive information on the area in a predetermined range, and second transmitting means for transmitting the comprehensive information created by the information processing means to the individual information collecting device.

A third aspect of the invention is characterized in that information about the surroundings of a vehicle is collected by a radar device. The collected information is automatically transmitted to the center device. Since a variety of information can be obtained by the radar device, more accurate traffic information can be provided.

Examples of the surrounding information created by the radar device include the position, shape, moving direction and speed of the detection object existing near the vehicle, the number of vehicles, the distance between vehicles, the road shape, and the like.

Preferably, the individual information collecting device further includes traffic information generating means for generating traffic information based on the surrounding information generated by the radar device. Then, the first transmitting device transmits the traffic information generated by the traffic information generating means to the center device.

[0036] More preferably, the individual information collecting device is provided with a vehicle speed detecting means for detecting a speed of the vehicle.

The present invention further provides an information collection device used in the traffic information system.

The information collecting apparatus includes: a position detecting means for measuring at least a position to generate position data; projecting an electromagnetic wave to a predetermined range; receiving a reflected wave thereof; And a first transmitting device for transmitting individual information including the position data created by the position detecting means and the surrounding information created by the radar device.

Preferably, the information collecting device is provided with a first receiving device for receiving the comprehensive information transmitted from the center device, and a notifying device for reporting the comprehensive information received by the first receiving device.

A traffic information system according to the present invention, which is grasped from a fourth viewpoint, is mounted on a vehicle and used, and collects individual information relating to traffic and the like, and an individual information collection device transmitted from the individual information collection device. And a center device that creates comprehensive information on an area within a predetermined range based on the individual information.

The individual information collecting device includes: a position detecting means for measuring at least a position to generate position data; a sensor for detecting information representing a surrounding situation; a position data generated by the position detecting means; A first transmitting device for transmitting the individual information including the detected information, a first receiving device for receiving the general information transmitted from the center device, and a notification of the general information received by the first receiving device. A notification device is provided.

[0042] The center device is a second receiving device for receiving the individual information transmitted from the first transmitting device of the individual information collecting device, based on the individual information received by the second receiving device. Information processing means for generating comprehensive information on the area in a predetermined range, and second transmitting means for transmitting the comprehensive information created by the information processing means to the individual information collecting device.

[0043] Preferably, the individual information collecting device includes clock means for measuring time, and the individual information transmitted by the first transmitting device includes time data measured by the clock means.

The fourth invention is characterized in that, in an individual information collecting device mounted on a vehicle, information representing a surrounding situation is automatically detected and transmitted to a center device.
The information representing the surrounding situation includes traffic information (accident information, traffic congestion information, etc.) and weather information.

Therefore, the sensor is at least one of a sensor for detecting traffic information and a sensor for detecting weather information. Alternatively, the sensor is at least one of a sensor for detecting accident information, a sensor for detecting traffic congestion information, and a sensor for detecting weather information. Alternatively, the sensor is at least one of a laser radar, a road surface state determination device, and a rainfall amount detection device.

In this manner, information representing the situation around the vehicle is automatically collected and transmitted to the center device, so that the burden on the driver is reduced. Moreover, since the comprehensive information processed by the center device is transmitted to the vehicle and reported,
The driver can have more information.

Further, the present invention provides an information collecting device used in the traffic information system.

This information collecting apparatus comprises: a position detecting means for measuring at least a position to generate position data; a sensor for detecting information representing the surrounding situation; a position data generated by the position detecting means; A first transmitting device is provided for transmitting individual information including an identification code relating to the device and information detected by the sensor.

[0049] Preferably, the information collecting device includes a first receiving device for receiving the general information transmitted from the center device, and a notifying device for notifying the general information received by the first receiving device.

In all the traffic information systems described above, communication between the individual information collecting device and the center device is relayed by a relay device as necessary. The relay devices are provided at appropriate positions near the road at appropriate intervals.

[0051] Instead of or in addition to the first receiving device and the notification device being provided in the individual information collecting device, they are provided in a large-sized notification device installed near a road. The second transmitting means of the center device transmits the general information to the large-sized notification device. With this large-scale notification device, traffic information can be transmitted to many vehicles at once.

The present invention further provides a vehicle equipped with the above-mentioned information collection device or car navigation system.

According to a fifth aspect of the present invention, in the above traffic information system, the center device is provided for each of the identification codes and transmitted from the individual information collection device having each identification code. It is characterized by comprising means for storing the number of times the individual information has been received, and means for outputting data relating to an identification code corresponding to the number of times the number of received individual information has reached a predetermined value.

A list of persons who have provided the individual information more than or equal to the predetermined value is output from the center device. Those who provide a lot of information are given some kind of reward (money, goods, etc.). by this,
Many people actively try to provide information, and the center device collects much information from many points. It is expected that more accurate traffic information can be created by the center device.

[0055]

FIG. 1 shows a spatial arrangement of a traffic information system.

The traffic information system basically comprises an on-vehicle device 3 mounted on a vehicle 2 traveling on the road 1, a repeater 4 provided at an appropriate position near the road 1, and a center 9. . The repeater 4 is preferably mounted on equipment such as buildings, structures, facilities, etc. related to roads such as traffic lights, lampposts, pedestrian bridges, and overpasses. Of course, the repeater can be mounted on a support tower dedicated to the repeater. The traffic information system includes a display panel 8 as necessary. The display panel 8 is, for example, an electronic bulletin board, and displays information in large characters, figures, pictures, or the like so that the displayed information can be read from a distance. Preferably, the display panel 8 will also be mounted on the above equipment associated with the road.

The traffic information system is provided over an appropriately sized area. This area is nationwide, Hokkaido,
It may be of a size such as Honshu, Shikoku, Kyushu, or may be a unit of Tokyo, Kanto, Chubu,
Administrative divisions (prefectures, municipalities) may be used. It may cover multiple administrative divisions.

In any case, the area where the traffic information system is provided is divided into a plurality of areas. This area is preferably determined in units of an area or area suitable for collecting traffic information, an area suitable for traffic flow control, and the like.
In FIG. 1, identification codes A to H (hereinafter, area IDs) are assigned to the areas.

Preferably, at least one repeater 4 is provided in one area. The area that can be covered by one repeater 4 may be one area. In the area E, a center 9 is provided. Since the center 9 functions as a repeater, no repeater is provided in the area E.

FIG. 2 shows an example of the electrical configuration of the vehicle-mounted device 3 mounted on the vehicle. The in-vehicle device 3 mainly includes various sensors, a communication device, and an information processing device.

In this embodiment, the various sensors include a vehicle speed sensor 13, a laser radar 14, a road surface identification device 15, a raindrop sensor 16, and a position sensor. The vehicle speed sensor 13 can be realized by a speedometer provided in a normal vehicle.

The laser radar 14 projects a laser beam toward the front of the vehicle, scans the projected laser beam one-dimensionally in the horizontal direction or two-dimensionally in the horizontal and vertical directions, and scans the laser beam from an object ahead. The reflected light is received, and information about the surrounding situation (relative speed,
It generates a distance to an object, an object shape, a road shape, traffic congestion information, an accident information, a weather condition, and the like.

The road surface determining device 15 projects light toward the road surface, and based on the reflected light and, if necessary, the road surface condition (wet, wet) based on the road surface temperature detected by the road surface thermometer.
Freezing, rain, etc.).

The raindrop sensor 16 uses light to measure the size of the raindrop,
It measures rainfall and the like. In this embodiment, the laser radar 14, the road surface determining device 15, and the raindrop sensor 16 are not necessarily required. Details of the laser radar, the road surface identification device, and the raindrop sensor will be described later.

In this embodiment, the position sensor is a car sensor.
A navigation system 20 is used. The position sensor outputs data representing the position of the vehicle (latitude, longitude and, if necessary, altitude). Of course, a car navigation system need not be used as the position sensor.

The communication device comprises a transmitter 11 and a receiver 12, and is mainly for communicating with the repeater 4.

The information processing apparatus 10 comprises a small computer or a microprocessor, a memory (ROM, RAM or a disk storage device if necessary), an interface circuit and the like. The information processing device 10 includes sensors 13, 14,
15, 16, various kinds of information obtained from the car navigation system 20 are directly or processed and sent from the transmitter 11 to the repeater 4, and are transmitted from the repeater 4 and received by the receiver 12
The traffic information, weather information, etc. received by the display device 25 of the car navigation system 20 and the sound output device (buzzer,
Control using a microphone or the like).
Instead of using the display device 25 of the car navigation system 20, a display device dedicated to traffic and weather information may be provided.

As is well known, the car navigation system displays a map and specifies a current position, a destination position, an optimum route, and the like on the map. GPS receiver 22 and various sensors 24, map database 23, display device 25 as man-machine interface and keys
It has 26.

The map database 23 is generally a CD-RO
M, and stores data representing several scaled maps.

There are various methods for measuring the position. In general, an accurate position is obtained by using a plurality of methods in combination. The GPS (global positioning system) system uses radio waves emitted from multiple satellites as GPS receivers.
This is a system that receives at 22, measures its arrival time, and calculates the distance from the satellite to determine its position. There is also a method of measuring a position by receiving a radio wave from a radio wave transmitting facility (called a beacon) provided on a roadside. The above-mentioned repeater 4 plays a role as a beacon. The signal for position measurement is received by the receiver 12 and provided to the processor 21. The sensor 24 includes a gyro and a wheel speed difference sensor. Based on these received radio waves and signals from the sensors, the processor 21 corrects the position (map matching) as necessary using a road map represented by a map data base, and obtains data representing an accurate position.

FIG. 3 shows a car navigation system 20.
2 shows a man-machine interface portion (display device 25 and key group 26).

A display device (display screen) 25 is provided at the center, and displays a map, information from the center 9, or a menu (input guide) to be described later. A key group 26 is provided around the display device 25.

The key group 26 includes a manual transmission operation unit 31 for the driver to manually input traffic information (accidents, traffic congestion information, etc.), weather information, and other information around the vehicle. I have. The operation unit 31 also receives the received traffic information,
It is also used to input a command for displaying weather information and the like on the display device 25. The operation unit 31 includes five touch switches 31A to 31E, and the functions thereof are variably displayed on the touch switches 31A to 31E (the details will be described later). In particular, the touch switch 31E is for selecting one of the information manual input mode and the information notification mode, and these modes are alternately selected each time the switch is pressed. However, if the driver touches switch 31
In this embodiment, in which the operation unit 31 is used only for inputting various kinds of information by using A to 31D, the touch switch 31E is unnecessary. In this case, the operation unit 31 is always in the information manual input mode. . Even in the second embodiment in which the driver does not need to input various information, the touch switch 31E is unnecessary, and in this case, the operation unit 31 is always in the information notification mode.

The key group 26 further includes keys 32 for manual adjustment of the displayed vehicle position, a power switch 33 of the car navigation system, keys 34 and 35 for instructing reduction and enlargement of the displayed map, A television / radio / navigation changeover switch 36, a screen brightness adjustment switch 37, a volume adjustment knob 38 and the like are included. The knob 38 adjusts the volume of the beeper generated when the vehicle arrives at the destination, and the sound for guiding traffic information and weather information.

FIGS. 4 to 7 show examples of map display on the display device 25 of the car navigation system 20. FIG.

FIG. 4 is the same reduced map as that shown in FIG. When the enlargement key 35 is pressed, an enlarged map is displayed as shown in FIG. When the reduction key 34 is pressed from this state, the scale returns to the scale shown in FIG. When the reduction key 34 is pressed again, a reduced map is displayed as shown in FIG. The region before reduction (the range shown in FIG. 4) is indicated by a chain line. When the reduction key is further pressed, a further reduced map is displayed as shown in FIG. Also in FIG. 7, the region before being reduced (the range shown in FIG. 6) is indicated by a chain line.

FIG. 8 shows a configuration example of the repeater 4. The repeater 4 includes a transmitter 41, a processing device 42, and a receiver 43. The receiver 43 receives a radio wave from the vehicle-mounted device 3 or the center 9 of the vehicle 2 and passes information contained therein to the processing device 42. The processing device 42 passes the received information to the transmitter 41 as it is or after processing it. The transmitter 41 transmits a radio wave including the received information to the center 9 or the vehicle-mounted device 3 of the vehicle 2. In this way, the information obtained by the on-vehicle device 3 is sent to the center 9 via the repeater 4, and the information created by the center 9 is sent to the on-vehicle device 3 via the repeater 4. The processing device 42 may be a simple amplifier.

FIG. 9 shows a system provided in the center 9. This center system (also denoted by reference numeral 9) is basically a computer system, and is configured by connecting a transmitter 51 and a receiver 52 thereto. A memory (semiconductor memory, disk memory, etc.) 53 and an input / output device (keyboard, display device, printer, mouse, etc.) 54 are connected to the center computer 50.

In this embodiment, the driver operates the display device 25 of the car navigation system 20 and the manual transmission operation section 31.
Traffic information, weather information, and other information are input using the touch switches 31A to 31E, and the input information is transmitted from the vehicle-mounted device 3 to the center 9 via the repeater 4.
The information transmitted is accidents, traffic jams, weather, and other information.

As shown in FIG. 3, in the normal state, the letters "accident", "congestion", "weather", "other" and "input / report" are displayed on the touch switches 31A to 31E. ing.

When the driver discovers an accident and wants to transmit information about the accident, the driver first selects the information manual input mode with the touch switch 31E.
As shown in FIG. 10, the character of the touch switch 31E changes from "input / notification" to "input".

Subsequently, the driver presses the touch switch 31A. Then, the display of the touch switches 31A to 31D is shown in FIG.
Are switched as shown in FIG. The letters "own lane" are displayed on the switch 31A, and the letters "opposite lane" are displayed on the switch 31B. Nothing is displayed on the switches 31C and 31D. The driver presses one of the switches 31A and 31B to input the lane in which the accident has occurred.

The display of the touch switches 31A to 31D is shown in FIG.
Are switched as shown in FIG. To enter the approximate distance from the vehicle to the accident site, touch switches 31A
The indication of 31C is “0-50m”, “50-100m” and “10m”.
0 m or more ". No characters are displayed on the touch switch 31D. The driver inputs a distance using the touch switches 31A to 31C.

Since the vehicle is running, its position is constantly changing. The distance from the vehicle to the accident site also changes every moment. To ensure that the information is accurate, data representing the position of the vehicle at the time the driver pressed any of the touch switches to enter the distance is stored by processor 21 in its memory.

Subsequently, the display of the touch switches 31A and 31B changes as shown in FIG. 13 to ask whether the position of the accident is "forward" or "rearward" of the own vehicle. The driver inputs a direction.

Finally, in order to obtain information about the scale of the accident, the display of the touch switches 31A to 31C is as shown in FIG. Drivers are “large”, “medium” based on sensory judgment
Or select one of "Small" and enter the scale of the accident.

Along with the change of the display on the touch switches 31A to 31D, a guidance prompting the input of the lane, the distance, the direction and the scale is displayed on the display device 25.

In this manner, detailed information on the accident discovered by the driver is input using the manual transmission operation section 31 of the car navigation system. These pieces of information are collected by the information processing device 10 and sent to the center 9 via the repeater 4.

When the above-described series of input operations is completed, the display screen of the display device 25 and the touch switches 31A to 31E are displayed.
Returns to the normal state shown in FIG.

The detailed information on traffic congestion will be input in two stages as follows. Touch switch 31 indicating traffic jam
When B is pressed, the display of the touch switches 31A and 31B changes to a lane input state of "own lane" and "opposite lane". When a lane is input, the touch switches 31A and 31B are displayed as "front" and "rear", respectively, in order to input a traffic congestion point (direction). You may make it input the degree of congestion.

Detailed information on the weather may be input in three stages, for example, as follows. First, in order to input the type of the current weather, the touch switches 31A to 31D are set to "snow",
"Rain", "cloudy", and "fine" are displayed. Next, touch “Large”, “Medium”, and “Small” to input the degree.
Displayed on the switch. Finally, the "recovery direction" and the "deterioration direction" are displayed for inputting the state of the weather change.

The switch 31D indicating "others" is used for information other than the accident, traffic congestion, and weather information, such as "wet" and "freeze" that are not in the above-mentioned weather, the presence or absence of a restaurant, and the crowd of a particular restaurant. It will be used to input the condition. Also in this case, preferably, an item menu to be input by the driver is created in advance and displayed on the display device 25 and the touch switches 31A to 31D. Of course, the driver may be made to input using an alphabet key or the like.

FIG. 15 shows a processing procedure of the information processing device 10 in the vehicle-mounted device 3 of the vehicle.

The vehicle-mounted device 3 is provided with an identification code (this is referred to as a vehicle ID). The vehicle ID may be a serial number of the vehicle-mounted device 3, a serial number, or a vehicle number. The identification code of the driver may be used. This vehicle ID is stored in the memory of the information processing device 10 in advance. Also,
The information processing device 10 has a built-in clock.

The information processing apparatus 10 receives the time data obtained from the clock, the position data obtained from the car navigation system 20 and the data obtained from the vehicle speed sensor 13 at regular intervals (relatively short time, on the order of seconds or minutes). A message is created by adding the vehicle ID to the obtained vehicle speed data, and the message is transmitted from the transmitter 11 (steps 101 and 102).

When the above-described series of operations are performed from the manual transmission operation unit 31, these input data are temporarily stored in the memory, and an interrupt occurs when the operations are completed (step S1).
103).

In response to the interruption, data (information) (including position data when the distance is inputted) input from the operation unit 31 and data of the time, position and vehicle speed at that time are transmitted together with the vehicle ID. It will be transmitted (step 104).

FIG. 16 shows a processing procedure of the processing device 42 in the repeater 4.

Whether or not the receiver 43 has received a message, and if so, whether or not the message is from the vehicle-mounted device 3 of the vehicle,
It is determined whether the data is sent from the center 9 (steps 111 and 112). In the case of a message from the center 9,
It is sent directly from the transmitter 41 to the vehicle 2 (repeater 4
Transmit over the range covered by (step 113)
).

When a message from the vehicle 2 is received, the repeater 4 based on the position data contained in the message.
Is determined from the vehicle existing in the area covered (step 114). Processing device of repeater 4
The position data indicating the boundary of the area in which the repeater 4 is in charge is set in advance in 42. By comparing the position data transmitted from the vehicle with the position data indicating this boundary, the vehicle can determine its own position. It is determined whether the area is within the area to be managed.

In the case of a message from a vehicle existing in the area managed by the repeater 4, the message is added to the own area ID (the codes A to H and the like) and transmitted to the center 9 (step 115). ). If the message is not from a vehicle in the own area, the message is ignored and is not sent to the center 9.

As described above, since each repeater transmits only the message from the vehicle existing in its own area to the center 9, the center 9 does not receive the same message from the same vehicle. 9 is reduced.

[0103] Of course, the repeater 4 may be configured to transmit the message from the vehicle to the center 9 as it is. In this case, the processing device 42 may be a simple amplifier or a simple logic circuit. The center 9 determines whether there is the same message based on the vehicle ID and the time data in the received message, and when two or more identical messages are received, rejects all but one of them. Become.

FIG. 17 shows a vehicle information area provided in the memory 53 of the center 9. This area contains the vehicle ID
Every time, the area ID of the area where the vehicle is sent (transmitted in steps 102 and 115) and the data of the time, position, and vehicle speed (transmitted in steps 102 and 115) Is stored. These area ID, time, position and vehicle speed data are updated each time they are received.

The center computer 50 determines the traveling lane of the vehicle by comparing the position data in the previous reception data with the position data in the current reception data. This lane data is also stored corresponding to the vehicle ID. For example, the movement vector of the vehicle is calculated based on the position data in the current reception data and the position data in the previous reception data. This movement vector is compared with the direction vector in the upward direction of the road. If the angle between the two vectors is smaller than 90 degrees, it is determined that the vehicle is traveling in the up lane. Similarly, whether the vehicle is traveling in the down lane can be determined based on a comparison between the vehicle movement vector and the down direction vector of the road. The lanes will be stored in association with the road map data. The direction of the road is encoded on the map, and the lanes are encoded in this direction. Such a moving direction (traveling lane) determination process is performed by the information processing device 10 of the vehicle, and if the determination result is transmitted to the center, the lane determination process at the center becomes unnecessary.

Further, for each vehicle ID, traffic information, weather information, etc. (time, time, etc.) input and transmitted using the manual transmission operation section 31 of the vehicle-mounted device 3 (transmitted in step 104).
(Including position and vehicle speed data) is stored in association with the vehicle ID. These information are also updated when new information is received.

FIG. 18 shows a processing procedure for traffic information, weather information and the like by the center computer 50.

The traffic information, weather information, and the like stored in the vehicle information area are classified according to the area where the vehicle that transmitted the information is present (step 121), and the information is determined for each area (step 122). ).

For example, the accident information sent from the vehicle includes the lane, the distance, the direction, the scale, the position of the vehicle, the time indicating the input time of the distance, and the vehicle speed. Assuming a certain reference point in time, and defining a reference point within the area. From the data of the lane, the position of the vehicle, the time, and the vehicle speed sent from the vehicle, the position (based on the reference point) of the vehicle at the reference time is calculated. The approximate position where the accident has occurred is calculated from the calculated position, distance, direction, and lane data. When information is obtained from a plurality of vehicles in one area, an average value of the position of the accident site calculated based on the information from each vehicle is calculated, and the position of the accident is determined. The size of the accident is determined according to the principle of majority.

The accident information determined in this way is transmitted from the center 9 to each vehicle through the repeater 4 in the area (in the case of global information, through repeaters in a plurality of areas). In each vehicle, the accident information is displayed on the display device 25 of the vehicle-mounted device 3. When the driver wants to display the accident information, the driver selects the information notification mode by the touch switch 31E, and then selects the information on the accident by the touch switch 31A. However, when it is necessary to notify the driver in a serious accident, the information may be displayed automatically without operating the touch switch. The location of the accident site will preferably be represented by a suitable mark or letter, symbol or the like on a map displayed on display device 25. Alternatively, based on the place name, building name, intersection name, etc. on the map, "approximately
A medium-scale accident has occurred at the location. " A display example will be described later.

Other information, that is, traffic congestion, weather, and the like are determined for each area based on information from the vehicle by the same processing as described above, and the result is reported to the vehicle.

In the above description, the car navigation system
In the system 20, traffic, weather information, and the like are input in considerable detail. However, a simpler configuration may be used. For example, in a man-machine interface as shown in FIG. 3 of a car navigation system, characters such as traffic jam, accident, fine weather, snow, freezing, chain attachment, and buttons corresponding to the characters are arranged.
The driver may simply press any one or more buttons. In this case, data representing the pressed button, position data of the vehicle, and data representing the time at which the button was pressed (more preferably, the vehicle ID is added) are sent to the center. The center determines the state of the road for each area based on the majority of the pressed buttons. The result of the determination is transmitted to the vehicle.

Generally, a car navigation system displays the position of a vehicle on a map, and does not perform any action on the outside world. Considering the above system focusing on car navigation systems,
Data collected by the navigation system is transmitted to the center, and data obtained by processing at the center is received and displayed (output) by the car navigation system. This is a car that interacts with the outside world
It is a navigation system, which can be called a car navigation system with two-way communication.

Second Embodiment The second embodiment mainly relates to processing for detecting traffic congestion by the center computer 50 in the center 9.
The configurations of the vehicle-mounted device 3, the relay device 4, and the center 9 are basically the same as those shown in the first embodiment. Below is the first
The differences from the embodiment will be described.

In the on-vehicle device 3, the driver is informed of an accident, traffic jam,
There is no need to enter information about the weather. In the second embodiment, the presence or absence of traffic congestion at the center 9 is determined based only on information automatically transmitted from the vehicle-mounted device 3 to the center 9. The car navigation system 20 will serve as a position sensor.

Information transmitted from the on-vehicle device 3 to the center 9 via the repeater 4 includes at least a vehicle ID, time data, and position data.

The information processing device 10 of the on-vehicle device 3 transmits the information at least twice at appropriate intervals (relatively short time, on the order of seconds or minutes). The center computer 50 of the center 9 can use the time data and the position data received twice from the same vehicle-mounted device 3 to calculate the vehicle speed of the vehicle 2 on which the vehicle-mounted device 3 is mounted. However, since the vehicle-mounted device 3 includes the vehicle speed sensor 13, it is preferable that vehicle speed data obtained from the vehicle speed sensor 13 be transmitted from the vehicle-mounted device 3 to the center 9. Thereby, the load on the center computer 50 can be reduced.

Using the information (at least time data and position data) transmitted twice from the same vehicle-mounted device 3, the center computer 50 transmits the vehicle-mounted device 3 in the same manner as in the first embodiment. The traveling lane of the mounted vehicle 2 is determined.

In addition to the above, the vehicle-mounted device 3 of the vehicle 2 has an inter-vehicle distance to a vehicle traveling ahead of the vehicle 2 equipped with the vehicle-mounted device 3 and the road surface condition of the road 1 (dry, wet, frozen, rainy). ) May be transmitted to the center 9. Such information is obtained from a laser radar, a road surface identification device, a raindrop sensor, etc.
See Examples).

FIG. 19 shows an example of a vehicle information area provided in the memory 53 of the center 9. This vehicle information area may be the same as that of the first embodiment shown in FIG. 17, but is drawn slightly different in order to emphasize the features of the second embodiment.

The vehicle information area stores the previous data, the current data, the running lane, and other information for each vehicle ID. As described above, the vehicle-mounted device 3 of the vehicle 2
The information is transmitted at least twice at regular time intervals. The latest information is the current data, and the information sent before that is the previous data. These data include time data, position data, and vehicle speed data (which may be calculated at the center). When new information is received from the vehicle, the stored current data is stored as the previous data, and the data included in the new information is stored as the current data, so that the current data and the previous data are updated. . The traveling lane is determined based on the current data and the previous data. Other information includes the above-mentioned inter-vehicle distance and road surface information.

The center computer 50 of the center 9 performs a process of judging the presence or absence of traffic congestion and, if necessary, the degree thereof based on the data in the vehicle information area.

FIG. 20 shows an example of a traffic jam determination process.
This is the simplest process that focuses on the fact that the average vehicle speed decreases when there is traffic.

Each vehicle is divided into blocks on the map plane based on the position data (included in the present data) for each vehicle stored in the vehicle information area (step 131).
The blocks may be the same as the areas in the first embodiment, but preferably take the lanes into consideration. For example, a vehicle traveling on an up lane of a specific road in the area A is included in one block. A vehicle traveling on the down lane of the same road belongs to another block. A block may be considered as a unit of a range in which traffic congestion should be determined.

For each block, the average vehicle speed is calculated using the vehicle speeds (included in the current data) of all the vehicles belonging to the block (step 132).

It is assumed that there are N blocks in the area controlled by the center 9. A block counter for counting these blocks is provided. The contents of this block counter are cleared to zero (step
133).

It is determined for each block whether or not the average vehicle speed is 30 km / h (30 km / h) or more (step 13).
Five ). If the average vehicle speed is less than 30 km / h, it is determined that the block is congested (step 136), and if it is 30 km / h or more, there is no traffic jam (step 137). The reference speed for determining traffic congestion is not limited to 30 km / h, but may be any speed.

The block counter is incremented (step 138), and the above-described processing is performed for the next block. Then, when the above processing is completed for all N blocks (step 134), the congestion determination processing ends.

FIGS. 21 and 22 show another example of the processing for judging traffic congestion. This processing focuses on the fact that the vehicle speeds of all vehicles are reduced in a block where vehicles are congested.

All the vehicles whose data are stored in the vehicle information area are allocated to any of the N blocks according to the position data in the same manner as in the processing of FIG. 20 (step 141).

For each block, the average vehicle speed, the vehicle speed range, and the number of vehicles are calculated for all vehicles belonging to the block (step 142). The vehicle speed width means a difference between the maximum value and the minimum value of the speeds of the vehicles belonging to the block (the speed difference between the maximum speed vehicle and the minimum speed vehicle). The number of vehicles is the total number of vehicles belonging to the block.

For each block, only when the number of vehicles exceeds 10 (step 145), the average vehicle speed is less than 30 km / h (step 146), and the vehicle speed width is less than 30 km / h (step 147). It is determined that congestion has occurred in the block (step 148), and otherwise, it is determined that there is no congestion (step 149). It goes without saying that the number of vehicles, the vehicle speed, and the vehicle speed width, which are the criteria for determination, can be set arbitrarily.

The above processing is performed for all N blocks (steps 143, 144, 150).

Information indicating the presence or absence of traffic congestion obtained by the processing shown in FIG. 20 or FIGS. 21 and 22 is transmitted to the on-vehicle device 3 of the vehicle 2 through the repeater 4 together with the position information of the block determined to have congestion. You. In the on-vehicle device 3, the congestion information is displayed together with the position information. When the display device 25 of the car navigation system 20 is used for displaying traffic jam information, for example, as shown in FIG. 23, a specific color or pattern is added to a block determined to be traffic jam on the displayed map. (Indicated by hatching in FIG. 23) indicates that traffic is congested. The congested position can also be displayed in characters such as "1 km up lane to the XX intersection". It will also be displayed on the display panel 8 as needed.

The traffic congestion determination processing shown in FIGS. 24 and 25 is for determining traffic congestion based on only the vehicle ID, time data, and position data transmitted from the vehicle (vehicle speed data is unnecessary). Moreover, the degree of traffic congestion is also determined.

This process is performed for each block. That is, the vehicle whose data is stored in the vehicle information area is divided into blocks prior to the processing.

The number of vehicles belonging to one block to be processed is counted (step 151). Let M be the number of vehicles.

The vehicle IDs belonging to the one block are sorted (rearranged) in ascending order (step 152).

A vehicle counter for counting the number of processed vehicles is provided, and the vehicle counter is cleared (step 153).

For each vehicle (for each vehicle ID), the difference between the position data in the current data and the position data in the previous data relating to the vehicle is calculated. The difference between the time data in the current data and the time data in the previous data is calculated. By dividing the difference in position data by the difference in time data,
The position change amount (speed) of the vehicle per unit time is calculated (step 155). This position change amount calculation process is performed for all M vehicles while incrementing the vehicle counter (steps 154 and 156).

The average value of the amount of position change is calculated for the vehicle included in one block to be processed (step 157). This average value has substantially the same meaning as the above-described average vehicle speed.

The calculated average vehicle speed is a reference vehicle speed of 50 km / h.
, 20 km / h and 5 km / h, respectively (steps 158, 159, 160). This reference vehicle speed can be set arbitrarily.

If the average vehicle speed is 50 km / h or more, it is determined that the block is not congested (step 161).
).

If the average vehicle speed is less than 50 km / h and not less than 20 km / h, it is determined that traffic is congested but the degree is small (step 162).

If the average vehicle speed is less than 20 km / h and not less than 5 km / h, traffic is congested, but the degree is determined to be medium (step 163).

If the average vehicle speed is less than 5 km / h, it is determined that traffic is congested and the degree thereof is large (step
164).

The greater the number of vehicles belonging to one block, the higher the accuracy of the above determination. A table or a function for converting the number of vehicles into a value representing certainty (accuracy) is set in advance, and the number M of vehicles belonging to one block to be processed is determined by using this table or function. It is converted to a value representing certainty (step 165).

The processing of steps 151 to 165 is as follows.
This is performed for all blocks for each block. Therefore, for each block, the presence or absence of traffic congestion in the block, the degree of traffic congestion, and the certainty of this traffic congestion information can be obtained.

The congestion information thus obtained is transmitted to the vehicle-mounted device together with the position information indicating the position of the block. In the vehicle-mounted device, the congestion information is notified to the driver in a diagram as shown in FIG. 23 or in the above-described text. At this time, the degree of traffic congestion is also reported. For example, figure
On the map shown in FIG. 23, the degree of traffic congestion is displayed in different colors.

In the processing shown in FIGS. 24 and 25, the number of vehicles and the vehicle speed range included in the block can be used as basic data for determining the presence or absence and the degree of traffic congestion.

Third Embodiment The third embodiment utilizes a laser radar to provide not only information on the own vehicle but also the place where the own vehicle is traveling and the environment in the vicinity thereof (including information on the preceding vehicle). Information on the vehicle-mounted device 3 and collects the
Related to the form of transmission to In the third embodiment, information on the road surface state determined by the road surface determination device 15 and information on raindrops or rainfall measured by the raindrop sensor 16 are also transmitted from the vehicle-mounted device 3 to the center 9. The configurations of the on-vehicle device 3, the relay device 4, and the center 9 are basically the same as those of the first embodiment described above. The configuration and operation unique to the third embodiment, particularly the laser radar 14,
The configuration and operation of the road surface identification device 15 and the raindrop sensor 16 will be described below.

FIG. 26 shows the structure of the laser radar 14. The laser radar 14 includes a head 60. The head 60 is mounted on the vehicle so as to project laser light toward the front or rear of the vehicle (generally toward the front). The head 60 includes a projection optical system for projecting projection light and a light receiving optical system for receiving reflected light. When the laser beam is projected toward the front of the vehicle, as shown in FIG. 27, the head 60 is mounted at the front of the vehicle 2, for example, at or near a bumper. It is not necessary to expose the entire head 60 to the outside of the vehicle body of the vehicle 2, and it is sufficient that at least the laser light emission window and the reflected light incidence window are opened. Various signal processing circuits will generally be provided inside the vehicle body.

The projected laser light is pulse light, as will be described in detail later, and its projection direction is two-dimensionally scanned. The state of scanning by the projection laser is shown in FIG.
FIG. 29 (B) is a plan view, and the projection light is projected from the head 60 to a fan-shaped range (detection area) with the head 60 as a key. FIG. 29 (A) shows a measurement range (detection area) at a position away from the head 60 by the maximum measurable distance on a vertical plane. In these figures, the projected light (Fig. 29)
(B)) and the scanning order (FIG. 29 (A)) are indicated by dashed lines. Scanning is performed in the vertical direction while reciprocally scanning the projection light in the horizontal direction.

The overall operation of the laser radar 14 is controlled by a CPU.
Overseen by 61. The CPU 61 outputs a light emission command and a mirror rotation command. The CPU 61 takes in a light emission timing signal, a signal representing the horizontal scanning angle θ _H , a signal representing the vertical scanning angle θ _V , a signal representing the measured distance d, and a signal representing the received signal level S, and performs a coordinate conversion process described later. , Measurement data processing, etc.

When the CPU 61 gives a light emission command to the pulse generation circuit 62, the pulse generation circuit 62 starts generating a series of light emission pulses having a fixed period. The period of the light emission pulse has a time longer than the time required for the light to reciprocate the maximum measurable distance. The light emission pulse is supplied to the drive circuit 63, and the CPU 61 and the measurement circuit
Given to 69.

The CPU 61 also gives a mirror rotation command to the mirror rotation device 71. In response, the mirror rotating device 71 reciprocates the projected light scanning mirror 70 in the horizontal direction within a predetermined angle range, and rotates the mirror 70 by a slight angle in the vertical direction at both ends of the predetermined angle range.

FIG. 28 shows a part of the mirror 70 and the mirror rotating device 71.

The mirror 70 is mounted directly on the rotating shaft of the horizontal scanning motor 76 or via a speed reduction mechanism. The horizontal scanning motor 76 is mounted on the turntable 75. Turntable 75
Is rotatably received by a bearing (not shown). One shaft 77 is driven by a vertical scanning motor 78
It is rotated through a reduction mechanism as needed. The vertical scanning motor 78 is supported by a frame (not shown) of the head 60.

The horizontal scanning motor 76 is driven by a horizontal scanning motor driving circuit (not shown) included in the mirror rotating device 71, and the mirror 70 is rotated in a horizontal plane. The vertical scanning motor 78 is driven by a vertical scanning motor drive circuit (not shown), and the rotary table 75 (the mirror 70 and the horizontal scanning motor 76) is driven.
), The mirror 70 is rotated in a vertical plane.

The light projecting device 64 includes a laser diode and a collimating lens. Since the laser diode is pulse-driven by the drive circuit 63 in response to the light emission pulse, the light projecting device 64 emits a collimated laser beam. This laser light is reflected by the mirror 70 and the light projecting lens 65
Projected through. The light projecting lens 65 is not always necessary.

As the mirror 70 rotates in the horizontal and vertical directions, the projection light is two-dimensionally scanned within the predetermined angle range (detection area) as described above.

The horizontal scanning angle θ _H of the mirror 70 is determined by the light emitting diode (LED) 72H that projects light toward the opposite surface of the mirror 70 (this surface is also a reflection surface), and the reflected light from the mirror 70. Position detecting element (PSD) 73H for detecting a position,
And an angle detection circuit 74H that converts a position signal of the position detection element 73H into a horizontal scanning angle signal, and is supplied to the CPU 61.

The vertical scanning angle θ _V of the mirror 70 is such that the light emitting diode 72V and the mirror 70 projecting toward the opposite surface of the mirror 70.
The position is detected by a position detecting element 73V for detecting the position of the reflected light from the lens and an angle detecting circuit 74V for converting the position signal of the position detecting element 73V into a vertical scanning angle signal.

A road is provided with a number of reflectors (roadside reflectors) at appropriate intervals along the roadside.
The center line of the road or the line dividing the lane is drawn by a white line or a yellow line. A reflector (road surface reflector) is also provided on these white lines or yellow lines. Generally, two or more reflectors (vehicle reflectors) are mounted on each end of the rear part (near the location where the taillight is mounted) of vehicles such as passenger cars, buses, trucks and the like having four wheels or more. . One reflector (vehicle reflector) is attached to the motorcycle. These roadside reflectors, road surface reflectors, and vehicle reflectors are referred to as retroreflectors, and have the property that the reflection direction is substantially the same as the incident direction.

The laser beam projected from the head 60 of the laser radar 14 returns to the head 60 after being reflected by a vehicle body, a white line or a yellow line on a road surface, various reflectors, or the like. Generally, the intensity of the reflected light from the reflector is high, and the intensity of the reflected light from the vehicle body, the white line, and the like is low. Generally, the reflected light intensity is 60 heads.
It changes according to the distance from the object to the reflecting object, and the closer the distance, the higher the reflected light intensity. Even if the light is reflected from a vehicle body or the like, the light has a detectable light intensity when it is at a relatively short distance.

The light reflected from the reflecting object is condensed by the light receiving lens 66 and is incident on a light receiving element (for example, a photodiode) 67. The light receiving signal of the light receiving element 67 is input to the measuring circuit 69 through the amplifier 68.

The measuring circuit 69 measures the time from the time of input of the light emission timing signal to the time of input of the light receiving signal, and uses this time and the speed of light to calculate the distance d to the reflecting object (the distance that light reciprocated: FIG. 29). (See (B)). The amplifier 68
And outputs a level signal representing the level S of the light receiving signal input from the CPU. The signal indicating the distance d and the signal indicating the light receiving level S are input to the CPU 61.

Referring again to FIG. 29, with the position of the head 60 as the origin, the Y axis is set forward and the X axis is set rightward in the horizontal plane. Also, the Z axis is taken in the upward direction.

When the CPU 61 receives the horizontal scanning angle θ _H , the vertical scanning angle θ _V, and the distance d for each scanning point, the CPU 61 converts the values represented by these polar coordinates into the above-mentioned orthogonal X, Y, and Z axes. Convert to values in coordinates.

The maximum measurable distance is, for example, 150 m. The resolution of the distance is 0.01 m. The horizontal scan angle
400 mrad, the angle range is divided into 4000, and 4000
It is assumed that the measurement is performed at the angular position (4000 pulsed projection lights are projected). And the vertical scan angle
Assume that the scanning angle is divided into 40 and measurement is performed 40 times. The level S of the received light signal has a resolution of 20 levels.

The CPU 61 determines the obtained distance d and level S.
Rounding processing (averaging processing) is performed. For example, 4,000 measured values obtained in the horizontal scanning angle range are combined into data in 100 directions. Forty data will be combined into one data. The measurement values for 40 times obtained in the range of the vertical scanning angle are collected into data in 10 directions. The four data are combined into one data. This rounding process may be performed before or after the XYZ coordinate conversion.

In any case, in one two-dimensional scan, 100 position data in the horizontal direction (X-axis direction), 10 position data in the vertical direction (Z-axis direction), and a total of 1000 position data Is obtained. These 1000 position data (10
For each of the (00 detection points), data on the distance to the reflecting object (Y-axis direction) and data on the light receiving level are accompanied.

FIG. 30 summarizes the above data obtained by one two-dimensional scan. Detection point numbers are assigned to the 1000 pieces of position data. The CPU 61 creates such data for each two-dimensional scan and stores it in its memory.

For positions where no reflective object is detected (positions where the reflected light level is very low or equal to zero),
Both the value of the Y axis and the value of the light receiving signal level are set to 0. As a result, the position at which a certain reflection object is detected and the number thereof (the position and number of detection points) are known.

The information processing device 10 of the on-vehicle device 3 creates various feature amounts or state amounts based on the data shown in FIG. The information processing apparatus 10 also determines traffic congestion information, accident information,
It creates weather information and other information and sends the information to the center 9.

First, a typical process in which the information processing apparatus 10 creates a feature amount or a state amount will be described.

Data obtained by one two-dimensional scan created by the CPU 61 includes data representing a signal level. Since data having a low signal level is likely to cause a processing error, only data at a detection point having a signal level higher than a certain threshold level is to be processed.

Regardless of whether it is a reflector or a vehicle body,
Distance between adjacent detection points (horizontal scanning angle of 400 mrad is 10
When divided by 0 detection lights, the distance in the X-axis direction between two adjacent detection points is about 4 mm at a distance of 1 m from the head 60 in the Y-axis direction). Therefore, reflected light is obtained from a plurality of points (detection points) on the surface of one detection target. Therefore, data based on the reflected light from the same detection target is collected so as to form one group.

The process of collecting data for each same detection target (identification process) is performed based on the X, Y, and Z coordinate data. If the X-coordinate data and the Z-coordinate data of the two detection points are within a predetermined allowable range, these two detection points are determined as detection points on the same detection target. The predetermined allowable range will be determined according to the distance Y data.

When a vehicle is present near the head 60, the light reflected from the vehicle body and the reflector of the vehicle forms detection points, and these detection points are within the contour of the vehicle body as viewed from the head 60. And are grouped by the above processing so as to form one group as being on the same detection target (one vehicle).

For a vehicle located far from the head 60, only the reflected light from the reflector attached to the vehicle will constitute the detection point. The vehicle is equipped with two reflectors. There is a certain distance between these two reflectors that is slightly smaller than the width of the vehicle. Therefore, the detection points based on the reflected lights from the two reflectors whose positions on the Y-axis are substantially the same and which have a position difference in the X-axis direction substantially equal to the above-mentioned fixed interval (determined according to the Y-axis coordinate value) They are grouped as belonging to the same detection target (one vehicle).

The positions (X, Y, and Z coordinate values) of the detection object identified in this way and their numbers are detected.

The laser radar 14 is mounted on a traveling vehicle. The relative speed of the detection target detected as described above with respect to the vehicle equipped with the laser radar 14 is obtained as follows.

For calculating the relative speed, at least two (preferably three) two-dimensional scan data (shown in FIG. 30) are used. A window is set on these scan data in the Y-axis direction. This window appears twice
During the dimensional scanning cycle (time interval), the distance at which the object moving at the conceivable maximum relative speed is displaced or set slightly larger than that. If the object detected based on the previous (first) two-dimensional scan data and the object detected based on the current (second) two-dimensional scan data are included in this window, These objects are determined to be the same.

A movement vector of the same object starting from the previous position and reaching the current position is set. Preferably, a position where the object will be present in the next (third) two-dimensional scan is estimated based on the movement vector. If the object detected based on the third two-dimensional scan data is near the estimated position, the object identified based on the first and second two-dimensional scan data is certain. Are determined to be the same object.

The moving direction and the relative speed (for each of the X, Y, and Z axis directions and for a combination thereof) of the detection object are calculated based on the above movement vector. The traveling speed of the vehicle equipped with the laser radar 14 is detected by the vehicle speed sensor 13.
By adding the relative speed (having positive and negative signs) to the detected vehicle speed, the absolute speed of the detection target is obtained.

As described above, a large number of reflectors are provided on the center line of the road or on the road side at regular intervals along the shape of the road. These reflectors are determined to be separate detection targets in the same detection target identification process described above. These reflectors have the property that they are arranged along a straight line or a curve at regular intervals, the relative speed is almost the same as the vehicle speed detected by the vehicle speed sensor 13, and the moving direction is opposite. Utilizing these properties, the road surface reflector and the roadside reflector are distinguished from other detection targets. Since the road surface reflector and the roadside reflector are provided at different height positions, the reflectors can be distinguished from each other by using the Z-axis coordinate data. Since the direction in which these road surface reflectors and roadside reflectors are arranged represents the shape of the road, the shape of the road is determined. In addition, the presence or absence and the degree of the road gradient are determined based on the height position or the movement vector of these reflectors.

The details of the identification, detection, and judgment processing of the characteristic amount or the state amount described above are described in the patent application by the same applicant.
Japanese Patent Application Nos. 4-305019, 6-52512 and 6-83
No. 793.

Assuming that almost all roads, especially highways, are vehicles (including motorcycles), road surface reflectors, and roadside reflectors, the number of road surface reflectors and roadside reflectors is determined from the number of all identified detection targets. , The approximate number of existing vehicles is calculated.

As described above, a set of detection points determined to belong to one detection object forms one two-dimensional image, particularly on the XZ plane. It is determined what the detection target is based on the shape of the two-dimensional image.

For example, the two-dimensional image shown in FIG. 31 (A) is determined to be that of a large truck that is oriented horizontally (in a direction crossing the road). The two-dimensional image shown in FIG. 31 (B) is for a forward-facing or backward-facing heavy truck.
Since the height of the two-dimensional image shown in FIG. 3 is low, it is determined that the two-dimensional image is of a forward or backward ordinary car. Such a determination may be made by other methods based on pattern matching techniques, comparison of height, width, and area. height,
The calculation of the width and the area naturally takes the distance (Y coordinate value) from the head 60 into consideration.

It is possible to determine what the detection target is or the shape of the detection target, and also to determine the direction (horizontal, forward, etc.) of the detection target as described above. As described above, if the detection target is stationary, moving, or moving, the direction and speed of the detection target are also detected from the movement vector.

When a detection point having a low signal level is also used,
Since the shapes of many objects existing on the road are represented as two-dimensional images, it is possible to recognize more types of objects. In this case as well, an identification process is performed for all detected points as to whether they belong to the same object, and a two-dimensional image of the object is obtained from a set of detected points determined to belong to the same object.

An example of a criterion for judging the recognition of an object is as follows.

An object having a width of about 50 cm, a height of less than 2 m, and a small absolute speed is a person. Two-wheelers have a width of about 50 cm, a height of about 1.5 m, and a relatively high absolute speed. (If the absolute speed is low, it may be determined that the person is a person.) The target object with a width of about 2 m and a height of about 1.5 m is an ordinary car. An object having a width of about 3 m and a height of about 3 m is a large truck. An object whose width is 3 m or more and whose absolute speed is almost zero is a wall. The object whose absolute speed is almost zero and whose position is higher is a signboard. Objects that are elongated and connected continuously are white lines. A roadside reflector having a high light receiving signal level, a small lateral width, and an almost zero absolute speed is a roadside reflector.

Recognition processing of the object is performed by fuzzy inference or threshold processing (judgment based on comparison with a threshold).

The information processing apparatus 10 determines the presence or absence of traffic congestion, the degree thereof, the presence or absence of an accident, the degree of the congestion, and the like based mainly on the above-described feature amount or state amount in the following manner.

First, the process of generating traffic jam information will be described. This is performed by fuzzy inference, and congestion is determined based on the detected number of vehicles, the average inter-vehicle distance, the average speed, and the time during which these factors have a certain magnitude.

The number of vehicles is determined by the laser radar 14 as described above.
Is the number of vehicles existing in the detection area.

[0200] The inter-vehicle distance is the distance between the vehicle closest to the reference vehicle and the reference vehicle among the vehicles running in front of the reference vehicle. Almost all vehicles existing in the detection area of the laser radar by the above-mentioned feature amount creation process Is also detected). The distance between adjacent vehicles (inter-vehicle distance) is calculated.
The average value of the calculated inter-vehicle distances is the average inter-vehicle distance.

The relative speeds are calculated from the movement vectors of almost all vehicles existing in the detection area of the laser radar, and the absolute speed is calculated by adding the vehicle speed of the own vehicle to the relative speed. The average value of the absolute speeds of the vehicles in the detection area is the average speed.

The following If, then rules are prepared.

R1: Traffic congestion occurs when the number of vehicles is large. R2: It is not a traffic jam if the number of vehicles is small. R3: If the average inter-vehicle distance is short, traffic is congested. R4: If the average inter-vehicle distance is long, there is no traffic jam. R5: If the average speed is slow, traffic is congested. R6: If the average speed is high, it is not a traffic jam. R7: If the state with a large number of vehicles continues for a long time, it is a traffic jam. R8: If the state with a small number of vehicles continues for a long time, it is not a traffic jam. R9: If the state where the average inter-vehicle distance is short continues for a long time, it is a traffic jam. R10: If the average inter-vehicle distance is long, it is not a traffic jam. R11: If the state where the average speed is low continues for a long time, it is a traffic jam. R12: If the state where the average speed is high continues for a long time, it is not a traffic jam.

Examples of membership functions used in these rules R1 to R12 are shown in FIGS.

FIGS. 32A and 32B respectively show rules R1
And R2. The degree of congestion is a degree that can be regarded as congestion, and the degree of non-congestion is a degree that can be regarded as not congestion.

FIGS. 33A and 33B show rules R3 and R3.
4 shows the membership function for H.4.

FIGS. 34A and 34B show rules R5 and R5.
6 shows the membership functions used respectively.

FIGS. 35A and 35B show rules R7 and R7, respectively.
And the membership functions used in R8. The state with a large number of vehicles refers to a state in which the number of detected vehicles is, for example, 10 or more, and the state with a small number of vehicles refers to a state in which the number of detected vehicles is, for example, less than 10.

FIGS. 36A and 36B show rules R9 and R9, respectively.
And the membership function for R10. The state in which the average inter-vehicle distance is short refers to a state in which the average inter-vehicle distance is, for example, 10 m or less. The state where the average inter-vehicle distance is long refers to a state where the average inter-vehicle distance is, for example, 20 m or more.

FIGS. 37A and 37B show the rule R11, respectively.
And the membership functions used in R12. The state where the average speed is slow refers to a state where the average speed is, for example, 20 km / h or less. The state in which the average speed is fast means, for example, a state in which the average speed is 30 km / h or more.

Since rules R7 to R12 measure and apply the duration of a certain state, processing based on these rules will be performed at fixed time intervals (for example, every 30 minutes).

FIGS. 32 to 37 show the membership functions represented by straight lines, but it goes without saying that the membership functions can be represented by curves.

The detected number of vehicles, the average inter-vehicle distance, the average speed, the duration of the state with a large number of vehicles, the duration of the state with a short average inter-vehicle distance, and the continuous time of the state with a low average speed are defined by rules R1, R3 and R5. , R7, R9 and R11 according to FIG. 32 (A), FIG. 33 (A), FIG. 34 (A), FIG.
The degree of congestion is obtained by applying to the membership functions shown in FIGS. 36 (A) and 37 (A). The sum of these congestion degrees is calculated.

Similarly, the detected number of vehicles, the average inter-vehicle distance, the average speed, the duration of a state with a small number of vehicles, the duration of a state with a long average inter-vehicle distance, and the duration of a state with a high average speed are defined by rule R2. , R4, R6, R8, R10, and R12 in accordance with FIG. 32 (B), FIG. 33 (B), FIG.
It is applied to the membership functions of FIGS. 35 (B), 36 (B) and 37 (B) to obtain the degree of non-congestion, respectively. The sum of these non-congestion degrees is calculated.

The sum of the degrees of congestion and the sum of the degrees of non-congestion are compared. If the sum of the degrees of congestion is larger, it is determined that there is a congestion, and if not, it is determined that there is no congestion. When it is determined that there is a traffic jam, the difference between the two sums is defined as the traffic jam (preferably standardized).

One or more of the above rules may be omitted, or another rule may be added.

The accident information is created based on the type of the detection object, its direction, the absolute speed, the road shape and the like among the above-mentioned feature amounts.

For example, as shown in FIG. 38, on a road 1 on which roadside reflectors 81 are provided on both sides, a detection object recognized as a large truck extends sideways across a center line 83 (substantially orthogonally). When the absolute speed is determined to be zero (stopped), it is determined that an accident has occurred. The number of vehicles involved in the accident and the distance to the accident site are also detected.

[0219] The accident information includes the presence or absence of an accident, the situation of the accident,
This includes the number of vehicles related to the accident, the distance from the position of the own vehicle to the accident site, and the like.

The use of laser radar can provide weather information.

For example, in the case of fine weather, disturbance noise due to sunlight causes light receiving optical system (light receiving element 67) of laser radar 14.
Received. When a high-level light receiving signal is obtained from the light receiving element 67 at a timing when the laser diode of the light emitting device 64 does not emit light, it is determined that sunlight is incident and it is determined that the sky is fine.

When a small object to be detected (one having a very small width and height) is discretely and discontinuously detected at a short distance, it is determined that the object is rain or snow. If a temperature sensor is provided, it will be determined whether it is rain or snow based on the detected temperature.

[0223] Rain or snow is also recognized by detecting water drops or snow adhering to the front of the laser radar. For example, when there is a detection point at a position where the distance is 0 m, it is determined that the detection point is waterdrop or snow.

In addition, rain or puddles are detected by judging the splash of the preceding vehicle.

Although the detection and determination of the external environment surrounding the own vehicle using the laser radar has been described, the provision of other sensor groups enables each vehicle to collect more accurate information. Examples of these sensors include:
There are a solar radiation sensor, a raindrop sensor, a steering wheel angle sensor, a wiper on / off sensor, a temperature sensor, a road surface state sensor (road surface determination device), and the like. The road surface identification device and the raindrop sensor will be described in detail below.

For example, the number of times the driver steps on the brake or the accelerator within a certain period of time can be counted, and this counted value can be considered in the above-described determination of congestion.

Based on information from a raindrop sensor (which also measures the amount of precipitation), a solar radiation sensor, a sensor which detects the number of times the wiper is turned on / off, a road surface condition sensor (detection of dry, wet, freezing, rain, etc.), etc. Weather information can be created.

If an impact sensor for an air bag is provided to detect the impact of the own vehicle when it collides, it is possible to detect that the own vehicle has caused an accident.

[0229] The accident information can also be obtained by inter-vehicle communication. When a running vehicle has an accident or detects an accident, the information is communicated to subsequent vehicles by communication. The information processing device 10 of the following vehicle creates information on the accident by integrating the information obtained from the laser radar and the information obtained by communication.

A specific configuration example of the road surface identification device 15 will be described in detail. This road surface discriminating apparatus has the international publication number WO95 / 0.
1549 (PCT / JP94 / 01053).

At least the optical system 200 of the road surface determination device 15
(The configuration shown in FIGS. 40, 41 and 42) is fixed downward at a proper position in the lower part of the vehicle 2 as shown in FIG. Light is projected from the optical system of the road surface determination device 15 toward the road surface LD of the road 1, and the reflected light from the road surface LD is received by the optical system. The road surface condition is determined by a signal processing circuit (see FIG. 44) based on the electric signal obtained from the optical system.

[0232] Representative examples of the road surface conditions to be identified are as follows.

[0233] Snow Asphalt (or concrete) Gravel (or earth or sand)

It is also determined whether the road surface is frozen.

Further, the asphalt (concrete) road surface can be subdivided into the following two states.

Wet asphalt (concrete) Dry asphalt (concrete)

Accordingly, the discrimination mode includes identifying any one of the above-mentioned road surface conditions and distinguishing any two or more road surface conditions.
The representative determination modes are as follows.

A. Identification of snowy road b. Identification of asphalt road (concrete road) c. Identification of gravel road (soil or sand road) d. Road surface freeze identification e. Identification of wet asphalt road f. Identification of dry asphalt road g. Distinction between snowy roads and asphalt roads h. Distinction between snowy and gravel roads i. Distinction between asphalt road and gravel road j. Distinction between snowy, asphalt and gravel roads k. The above g. , I. And j. J. Distinguishing an asphalt road into a wet state and a dry state m. The above g. , H. , I. , J. And k. To determine the presence or absence of freezing in

In the following, m. Will be mainly described. By extracting only a necessary part of the optical configuration, a required part of the electrical configuration and a required part of the algorithm, the above a.
~ K. Needless to say, the road surface can be discriminated in any mode.

FIGS. 40 to 42 show the optical system 20 of the road surface identification device 15.
It shows the configuration of 0. To reduce the number of drawings, the optical system depicts all the optical elements necessary to actually execute all of the several road surface identification algorithms described in detail below. Conversely, optical elements that are not required to execute a certain road surface identification algorithm are included in this optical system. Figures 40 to 42
Can be said to represent all the optical elements included in the optical systems of some road surface identification devices. This also applies to the signal processing circuit shown in FIG. Therefore, using this optical system and the signal processing circuit shown in FIG. The road surface can be determined in the manner described above. The above a.
~ K. In order to realize a road surface discriminating apparatus capable of discriminating the road surface in any one of the above modes, unnecessary optical elements and electric circuit elements may be removed.

Light source for road illumination 211 and light source for regular reflection light 212
Are included in the optical system. Each of these light sources 211 and 212 is constituted by a light emitting diode. The road illumination light source 211 projects light obliquely downward in the traveling direction of the vehicle.
The light source for regular reflection light 212 projects light obliquely downward in a direction orthogonal to the light source. Preferably these light sources 211 and 212
The wavelengths of the light emitted from the light sources are different. Thereby, the reflected light of the light of these light sources from the road surface LD can be separated by the optical filter.

The light receiving optical system for the diffusely reflected light from the road surface includes a light receiving lens 221, a slit plate 222, a collimating lens 224.
Contains. The focal point of the light receiving lens 221 and the focal point of the collimating lens 224 are at the same position, and the slit (aperture) 222a of the slit plate 222 is located at these focal points.
The slit 222a is elongated in a direction perpendicular to the traveling direction of the vehicle. Such an optical system is called a telecentric optical system. That is, of the reflected light from the road surface LD, only light that is perpendicular to the road surface LD and parallel to each other (see FIG.
At 41) is focused on the focal point of the light receiving lens 221 and passes through the slit 222a. The light passing through the slit 222a is collimated by the collimating lens 224. light source
The light from 211 enters the road surface LD obliquely. Only light that is vertically reflected from the road surface LD passes through the slit 222a. In this way, only the diffusely reflected light from the road surface LD is collimated by the comeltite lens 224 and enters the spatial filter optical system (that is, the specularly reflected light from the road surface LD does not enter the spatial filter optical system).

Preferably, the slit 222 of the slit plate 222
The optical filter 223 is arranged at the position a. This filter 223 has a wavelength selectivity that allows only the light projected from the road surface illumination light source 211 to pass. This prevents light from the regular reflection light source 212 and other disturbance light (sunlight, light from road lighting, etc.) from entering the spatial filter optical system. The light projected from the light source 211 is preferably infrared light.

The spatial filter optical system is a grating plate (slit
Array) 225, prism array 226, condenser lens 227
And two photodetectors (light receiving elements, for example, photodiodes or phototransistors) 231A and 231B. Basically, the prism array 226 performs the spatial filtering.

The prism array 226 is composed of a number of prisms. These prisms are arranged in the traveling direction of the vehicle and extend in a direction perpendicular to the traveling direction.
Preferably, prism array 226 is integrally molded. The light collimated by the collimating lens 224 is refracted by the prisms of the prism array 226 alternately back and forth (based on the traveling direction) by a constant pitch width. These separated lights are respectively condensed by the condensing lens 227, and the two photodetectors 231A and 231A
It is incident on 31B.

In FIG. 41, light indicated by a chain line is a photodetector.
The light that enters 231A and is indicated by a broken line enters the photodetector 231B. The width of these lights depends on the arrangement period of the prism. The arrangement period of the prism defines the characteristic (period) of the spatial filter.

The grid plate (slit array) 225 is formed with a number of slits arranged in the running direction of the vehicle and extending in a direction perpendicular to the running direction. The arrangement period of these slits is half the arrangement period of the prisms in the prism array 226. Collimating lens 22
Of the light collimated by 4, the light that has passed through the slit enters the prism array 226 as described above, is separated, and is spatially and alternately received by the photodetectors 231A and 231B. The grating plate 225 prevents stray light from being incident on the prism array 226.

The light detectors 231A and 231B are arranged at intervals in the traveling direction of the vehicle. This interval depends on the period of the prism in the prism array 226 and the condenser lens 227.
Is determined by the magnification of Mirrors 228 are provided on both sides of the photodetectors 231A and 231B.
It works so that light not condensed on the light receiving surfaces of 31A and 231B is made incident on the photodetectors 231A and 231B as much as possible.

As described later, two photodetectors 231A and
The output signal of 231B is provided to the differential amplifier circuit, and the difference between them is calculated. The output signal of the differential amplifier circuit includes a frequency component (depending on the speed of the vehicle) corresponding to a spatial frequency component representing a road surface state that causes fluctuations in diffuse reflected light, including road surface irregularities.

Light incident on photodetector 231A and photodetector 2
The light incident on 31B is out of phase by a half period of the spatial period selected by the spatial filter. Therefore, by taking the difference between the output signals of the two photodetectors 231A and 231B, the spatial center frequency component is doubled. Mainly direct current (DC) components are canceled by this differential processing.

Light source 212 for specular reflection light and photodetector for specular reflection light
232 means in a plane perpendicular to the running direction of the vehicle,
The incident angle of the light projected from the light source 212 to the road surface LD and the angle of reflection of the reflected light from the road surface incident on the photodetector 232 are equal. Since the angle of incidence and the angle of reflection can be smaller than the Brewster angle (53 degrees), miniaturization of the optical system can be expected. Preferably, an optical filter that allows the passage of only light having the wavelength of the projection light of the light source 212 and a condenser lens are arranged on the front surface of the photodetector 232.

The road surface thermometer 233 measures the road surface temperature, and is realized by, for example, an infrared radiation thermometer.
The road surface thermometer 233 may not be included in the optical system but may be provided in another appropriate place in the vehicle.

Further, a light quantity monitoring light detector 234 for receiving a part of the light projected from the light source 212 for regular reflection light is provided.

FIG. 43 shows an actual measurement example of the spatial frequency spectrum represented by the differential signal between the output signal of the photodetector 231A and the output signal of the photodetector 231B. This graph is 3
The actual conditions were measured for various types of road conditions, that is, snowy roads, gravel roads and asphalt roads.

The frequency (electrical center frequency) f of the center frequency signal component included in the output differential signals of the photodetectors 231A and 231B is determined by the spatial center frequency μ selected by the configuration of the spatial filter and the vehicle speed v And the product of

[0256]     f = μ × v Equation (1)

The spatial center frequency μ is uniquely determined by the configuration of the spatial filter. The road surface period (the period of the road surface state that causes the diffuse reflected light to change including the road surface irregularities) selected by the spatial filter is set to 4 (mm) here. FIG. 43 shows a frequency spectrum obtained by performing a Fourier transform (FFT: fast Fourier transform) on an electric signal obtained by actual measurement, and normalizing the frequency spectrum with a spatial center frequency μ. In addition, data on snow, gravel, and asphalt were converted to the peak value (intensity) at the spatial center frequency μ.
Are normalized to match.

As can be seen from this graph, the intensity of the spatial frequency component lower than the spatial center frequency μ (for example, the band of μ / 4 or less) is large and apparent between the snowy road, the gravel road, and the asphalt road. There is a big difference. These differences are 1
Digit (10 times) or more than 1 digit. The difference between the intensities in the three types of road surface conditions increases as the spatial frequency decreases.

Therefore, a value obtained by normalizing the low frequency component intensity of the spatial frequency (for example, at a frequency of μ / 4 or μ / 10) by the center frequency component intensity (this is [low frequency component intensity / center frequency component intensity] = Db / Da), it is possible to distinguish between a snowy road, a gravel road and an asphalt road. Threshold value TH used to distinguish between them
1, TH2 may be set to an intermediate value between the above values Db / Da in each state. Referring to FIG. 43, if the value Db / Da is greater than threshold value TH1, it is assumed that the road is on a snowy road, threshold values TH1 and T
If it is between H2, it is determined to be a gravel road, and if it is equal to or less than the threshold value TH2, it is determined to be an asphalt road.

Here, the snowy road means a vehicle or a person traffic rather than fresh snow immediately after the snowfall (the whole surface is pure white snow), the surface of the snow is rough, and the snow is relatively large (much larger than the gravel).
This is a state with irregularities or the like (a surface state that causes a change in the amount of diffuse reflection light).

[0261] Gravel-filled dirt roads and sandways also show the same tendency as gravel roads, and the frequency spectrum of concrete roads is almost the same as the spectrum of asphalt roads.

FIG. 44 shows an example of the configuration of a signal processing circuit included in the road surface identification device.

The output signals of the photodetectors 231A and 231B are applied to a differential amplifier 251 and a signal representing the difference is output to the circuit 25.
Output from 1.

FIG. 45 shows a configuration example of the photodetectors 231A and 231B and the differential amplifier circuit 251. Photodetector 231A
And 231B are composed of photodiodes, respectively.
These photodiodes are connected in series. The differential amplifier circuit 251 includes an operational amplifier 251A having a feedback resistor R. The difference between the current I ₂ flowing in the current I ₁ and the photodiode 231B flowing through the photodiode 231A is calculated at their nodal, this difference current operational amplifier
Enter 251A. The operational amplifier 251A is converts the differential current input to the voltage signal V _0. This output voltage V ₀
Is given by the following equation.

V ₀ = R (I ₂ −I ₁ ) Formula (2)

The output voltage V ₀ of the differential amplifier circuit 251 is equal to the tracking band pass filter (tracking BPF).
(C)) 252 and a tracking low-pass filter (tracking LPF (L)) 255.

The output signal of tracking BPF 252 is applied to frequency / voltage (F / V) conversion circuit 253. F / V
The output signal of the conversion circuit 253 indicates the speed (ground speed) v of the vehicle on which the road surface identification device is mounted. F / V conversion circuit 25
The output signal of No. 3 is fed back to the tracking BPF 252 and the tracking LPF 255, and is used to change the cutoff frequency (frequency band) in these filter circuits so as to follow the vehicle speed v.

The output signal of the tracking BPF 252 is also input to the amplitude detection circuit 254. The amplitude detection circuit 254 outputs a signal representing the center frequency component intensity Da described above.

The output signal of the tracking LPF 255 is input to the amplitude detection circuit 256. The amplitude detection circuit 256 outputs a signal representing the low frequency component intensity Db.

An example of the configuration of the tracking BPF 252 is shown in FIG. Tracking BPF252 is a high-pass
Filter (HPF) and low pass filter (LPF)
And the HPF and the LPF are buffer amplifiers.
275 are connected in series. The HPF includes a capacitor 271 and a voltage control variable resistance element 273. LPF consists of a capacitor 272 and a voltage-controlled variable resistor 27
4 Voltage control variable resistance element 273,
274 is constituted by, for example, an FET. These elements
A control voltage is applied to the elements 273 and 274 from the control voltage generation circuit 276, and the resistance values of the elements 273 and 274 change according to the control voltage. As the resistance values of the elements 273 and 274 change, the cutoff frequency of the HPF and the LPF changes. Tracking BPF252 passband is HP
This is a band between the cutoff frequency of F and the cutoff frequency of LPF (higher than the cutoff frequency of HPF). The control voltage generation circuit 276 generates a control voltage according to the output voltage signal (representing the vehicle speed v) of the F / V conversion circuit 253.

For example, assuming that the period of the road surface (of the unevenness) selected by the spatial filter in the optical system is 5 (mm), the spatial center frequency μ is 0.2 (mm ⁻¹ ). The speed of the vehicle (ground speed) is assumed to be v (Km / h).

[0272]     v (Km / h) = 1000v / 3.6 (mm / s) ... Equation (3)

From equation (1), the center frequency f of the electric signal obtained from the differential amplifier circuit 251 is as follows: f = μ × v = 200 v / 3.6 (Hz) (4)

Accordingly, the center frequency of the pass band of the tracking BPF 252 may be set to the frequency represented by the equation (4), and may be changed according to the vehicle speed v according to the equation (4).

The tracking LPF 255 is the tracking B
It has the same configuration as the LPF (capacitor 272, voltage-controlled variable resistance element 274, and control voltage generation circuit 276) in the PF 252 (the cutoff frequency is different), and the cutoff frequency changes according to the vehicle speed v.

When the frequency of the low-frequency component to be extracted by the tracking LPF 255 is set to be 1/10 of the center frequency, the cut-off frequency is set to 20 v / 3.6 (see equation (4)). Hz).

FIG. 47 shows a specific configuration example of the amplitude detection circuit 254. This circuit 254 includes a half-wave rectifier circuit 277 and a low-pass filter (LPF) 278. A full-wave rectifier circuit may be used instead of the half-wave rectifier circuit 277. The pass band of the LPF 278 is determined in view of the response time required for road surface detection. For example, if the response time is 0.1 (S) and the LPF 278 is a first-order low-pass filter, the cutoff frequency is 3.7 (H).
z).

An output signal of the photodetector 231B (or the photodetector 231A) may be a low-pass filter (LPF) 257.
, And is output as a signal representing the diffuse reflection light amount Dc. The LPF 257 is for removing the fluctuation of the extremely low frequency included in the output signal of the photoelectric detector 231B, and its cutoff frequency is set to, for example, about 1 (Hz) (fixed).

The output signal of the regular reflection light photodetector 232 is a signal representing the regular reflection light amount Dd. A low pass filter having an appropriate pass band may be connected to the output side of the photodetector 232.

An output signal of the road surface thermometer 233 is a road surface temperature De.
. A thermometer (temperature sensing element) that detects the outside air temperature instead of the road surface may be used. In this case, the thermometer is provided at a place where it comes into contact with the outside air.

Light source 211 for road surface illumination and light source for regular reflection light
212 is controlled by automatic power control (APC) circuits 261 and 262, respectively. This allows these light sources
The amount of light projected from 211 and 212 is always kept constant.

A signal representing the center frequency component intensity Da output from the amplitude detection circuit 254, a signal representing the low frequency component intensity Db output from the amplitude detection circuit 256, the LPF 25
7, a signal representing the diffuse reflected light amount Dc, a signal representing the regular reflected light amount Dd outputted from the photodetector 232,
A signal representing the road surface temperature De outputted from the road surface thermometer 233 is input to the discrimination circuit 260.

The discrimination circuit 260 uses two or more of these input signals to discriminate or discriminate a road surface condition according to a road surface discrimination algorithm described later. The discrimination circuit 260 is preferably a CPU (for example, a microcomputer),
It consists of memory and other peripheral circuits. In this case, the above-described signals Da to De are converted to digital data by an A / D conversion circuit and then applied to a discrimination circuit 260.

FIG. 48 shows the simplest road surface determination algorithm. The processing according to the road surface determination algorithm is executed in the determination circuit 260. This is the same for other road surface identification algorithms.

A ratio Db / Da between the low frequency component intensity Db and the center frequency component intensity Da is calculated, and this ratio is compared with the above-described threshold values TH1 and TH2. Ratio Db / D
If a is larger than the threshold value TH1 (called “large”), the snow road is between the threshold values TH1 and TH2 (called “medium”), and if a is equal to or smaller than the threshold value TH2 (“small”). ") Asphalt road.

Only the threshold value TH1 may be set in the discriminating circuit 260, and only discrimination between snow and gravel may be performed.

The discrimination circuit 260 supplies the threshold value TH2 (or T
Only an appropriate value between H1 and TH2) may be set, and only the discrimination between snow and asphalt may be performed.

Only the threshold value TH2 may be set in the discriminating circuit 260, and only the discrimination between gravel and asphalt may be performed.

FIG. 49 shows a road surface judgment algorithm for further discriminating whether the asphalt road is in a wet state or a dry state by further using a signal representing the regular reflection light amount Dd given from the photodetector 232. .

When the ratio Db / Da is equal to or less than the threshold value TH2, the road is an asphalt road.

When the surface (road surface) of an asphalt road is wet (wet), the road surface is in a state close to a mirror surface, and the regular reflection light amount Dd is larger than that in a dry state. The threshold value is set at a level substantially intermediate between the regular reflection light amount obtained when the asphalt road is in a wet state and the regular reflection light amount obtained when the asphalt road is in a dry state. If the regular reflection light amount Dd is equal to or greater than this threshold value, it is determined that the asphalt is wet (referred to as “large”).

The determination of a gravel road or a snowy road is the same as that by the algorithm shown in FIG.

It is possible to judge only the wet asphalt road and the dry asphalt road, or to add the judgment of the gravel road or the judgment of the snow road to these. Absent.

FIG. 50 is a diagram for further determining the road surface state by further utilizing the signal representing the diffuse reflected light amount Dc output from the LPF 257 and the signal representing the road surface temperature De output from the road surface thermometer 233.

Generally, water freezes at 0 (° C.). Therefore, if the road surface temperature De is 0 (° C.) or less, there is a possibility of freezing. It is determined whether the road surface temperature De is higher than the freezing temperature ("high") or lower than the freezing temperature ("low").

The freezing temperature does not need to be exactly 0 (° C.), but may be set empirically to an optimum value. When the air temperature is used in place of the road surface temperature, the temperature at which the frozen road surface can remain without melting, the temperature at which the road surface starts to freeze, and the like will be the thresholds for determination.

Since the frozen road surface is close to a mirror surface like a wet road surface, the regular reflection light amount Dd is “large”.

Therefore, if the road surface temperature De is “low” and the regular reflection light amount Dd is “large”, it is determined that the road surface is frozen. In this case, the diffuse reflection light amount Dc is generally “small”.

Even if the road surface temperature De is "low", if the regular reflection light amount Dd is "small", it is not a frozen road surface. In this case, the low frequency component intensity Db and the center frequency component intensity Da
The road surface condition is determined based on the ratio (dry asphalt road or gravel road). The reason why snow is excluded in this determination is that snow is determined based on the diffuse reflection light amount Dc. However, the determination of snow based on the ratio Db / Da and the determination of snow based on the diffuse reflection light amount Dc have some differences in the state of the snow (sometimes in the same state). It may be determined.

New snow and snow in which white portions remain even when stepped on by a passing object (vehicle, person) diffusely reflect light.
Since the amount of diffusely reflected light due to snow is extremely large compared to other road surface conditions, it is possible to determine snow and other road surface conditions based on the amount of diffusely reflected light Dc. The threshold value for this determination is set to a level between the amount of diffuse reflection in snow and the amount of diffuse reflection in other road surface conditions.

When the road surface temperature De is "low" and the diffuse reflection light amount Dc is equal to or larger than the threshold value ("high"), it is determined that snow is present. It goes without saying that the threshold value of the road surface temperature when it is determined to be frozen may be different from the threshold value of the road surface temperature when it is determined to be snow.

[0302] The snow determined on the basis of the diffuse reflection light amount Dc is snow having a white surface partially or entirely. On the other hand, the snow determined based on the ratio Db / Da changes the amount of diffusely reflected light at a longer cycle than the gravel, and includes not only white snow but also snow that has been trampled and turned black. .

The determination algorithm when the road surface temperature De is “high” is the same as that shown in FIG.

Using only a part of the determination algorithm shown in FIG. 50 so as to identify or determine only one or two or more types of road surface conditions among frozen, snow, gravel, dry asphalt and wet asphalt. It goes without saying that you can do it.

The road determination algorithm shown in FIG. 51 is similar to that shown in FIG. In FIG. 51, gravel and asphalt are distinguished based on the ratio Db / Da. This ratio Db / D
The point that snow is not determined based on a is different from that shown in FIG. The algorithm in FIG. 51 may be considered as a variation of the algorithm in FIG.

In this way, various road surface state determination results can be obtained from the road surface determination device 15. In particular, the results of discrimination between wet, snow, and frozen will be effectively used in traffic information systems.

[0307] Details of the configuration of the raindrop sensor 16 will be described. The rain sensor 16 also includes an optical system (FIGS. 52 and 53) and a signal processing circuit (FIG. 60).

As shown in FIG. 52, the optical system of the raindrop sensor 16 includes a light emitter 301 and a light receiver 302 which are arranged to face each other. Slit-like (strip-like) light is emitted from the emitter 301 to the receiver 30
Projected to 2 Emitter 301 and receiver 302 are in case 303
Built in. The case 303 includes a head part 303B for housing the light emitter 301 and the light receiver 302, respectively, and a connecting part 303A for connecting these.

As shown in FIG. 53, the light projector 301 includes a light emitting element 311, a collimating lens 312 for collimating the light from the light emitting element 311, and a slit plate 313 having a slit 313 a. Collimating lens 312
The collimated light passes through the slit 313a and is shaped into slit light SL and projected.

[0310] The light receiver 302 includes a slit plate 323 provided with a slit 323a for passing the slit light SL from the light projector 301, a condenser lens 322 for condensing the light passing through the slit 323a, and a condenser lens 322 for condensing the light. Light receiving element 321 for receiving light
It has. Preferably, infrared light will be used for the slit light SL.

An optical system of such a raindrop sensor 16 is shown in FIG.
As shown in Figure 2, the hood 304 of the vehicle 2 and the windshield (including the frame supporting the windshield) 30
It is provided at the boundary with 5. The optical system is arranged such that the slit light SL from the light emitter 301 to the light receiver 302 travels in the horizontal direction in the width direction of the vehicle body.

Preferably, as shown in FIG. 55, the optical system is attached so that the head portion 303B of the optical system case 303 and the connecting portion 303A sandwich the front end of the bonnet 304.

When the vehicle 2 is running, the raindrops fall obliquely toward the vehicle 2 from above and in front of the vehicle 2. The optical system is arranged such that such raindrops pass through the slit light SL perpendicularly to the thickness direction.
That is, the optical system is arranged so that the normal of the surface of the slit light SL is parallel to the falling raindrop (so that the width direction of the slit light SL is from the lower front part to the upper rear part of the vehicle). You.

More preferably, in order to measure the size of the raindrop or the speed at which the raindrop traverses (passes) the slit light SL as accurately as possible, the raindrop detection area (the projector 30) is used.
(Specified by the distance between 1 and the light receiver 302 and the width of the slit light SL).

FIG. 56 shows a change in the amount of light received by the light receiver 302 (light receiving element 321) when a raindrop passes through the slit light SL. When the raindrop passes through the slit light SL, the amount of received light decreases.

The raindrop has passed through the slit light SL from the time point t _{1 at} which the received light amount starts decreasing to the time point t _{3 at} which the received light amount returns to its original state. The time T = t ₃ −t ₁ is the passing time of the raindrop. (Time t ₂₎ amount of light received during the time t ₁ ~t ₃ is minimized mi.

FIG. 57 shows the case where the diameters are 1 mm, 2 mm, 3 mm, 4 mm and
5 mm (represented by symbols a, b, c, d and e, respectively)
Time T during which raindrop passes through slit light SL₁ , T_Two , T
_Three , T _Four And T_Five And the minimum value of received light mi1, m
i2, mi3, mi4 and mi5.

By setting the threshold values e ₁ , e ₂ , e _3, and e ₄ between the adjacent minimum light receiving amounts, it is possible to discriminate the size of raindrops based on the minimum light receiving amount. it can.

FIG. 58 shows the falling speed d of the raindrop near the surface of the ground.
It shows the relationship between v and the size (diameter) of a raindrop.
It is possible to discriminate the size of the raindrop by setting the threshold value g _1, g _2, g ₃ and g ₄ about the falling speed dv.

As shown in FIG. 59 (A), since the vehicle 2 is traveling at the speed v, the speed pv at which the raindrop passes through the slit light SL is not equal to the falling speed dv of the raindrop. The relationship among these velocities v, pv and dv is shown in FIG. 59 (B).

The falling speed dv of the raindrop is obtained by the following equation.

Dv = [(pv) ² −v ² ] ^1/2 Equation (5)

Here, the traveling speed v of the vehicle 2 is
And so on. The passing speed pv is calculated based on the passing time T and the thickness of the slit light SL. Therefore, the falling speed dv of the raindrop can be obtained.

FIG. 60 shows a signal processing circuit of the raindrop sensor 16.

The synchronizing signal generating circuit 331 generates a high frequency pulse signal. This pulse signal is supplied to the driving circuit 332 and A /
The signal is supplied to the D conversion circuit 334.

The driving circuit 332 drives the light emitting element 311 in synchronization with the input pulse signal. The waveform of the projection light (slit light SL) output from the light emitting element 311 is shown in FIG.

FIG. 61B shows a waveform of a light receiving signal of the light receiving element 312. When the raindrop passes through the slit light SL, the level of the received light signal decreases. The output light receiving signal of the light receiving element 312 is amplified by the amplifier 333 and then an A / D conversion circuit 334.
Given to.

The A / D conversion circuit 334 is a synchronous signal generation circuit 33
The input light receiving signal is converted into a digital signal representing its level in synchronization with the pulse signal given from (1). This digital signal is input to the processor 330.

The processing device 330 comprises a CPU, a memory and the like. The processor 330 measures the minimum value mi of the amount of received light or the passing time T of the raindrop based on the input digital signal. The size of the raindrop is determined based on the minimum value of the measured amount of received light. Instead, the falling speed dv of the raindrop is calculated using equation (5) based on the measured passing time T and the vehicle speed v input to the device 330. The size of the raindrop is determined based on the falling speed dv. The amount of rainfall per unit time is calculated using the number of raindrops entering the slit light SL per unit time, the determined size of the raindrop, and a predetermined coefficient. A signal representing the calculated amount of rainfall is output from the processor 330.

In this way, information mainly about traffic congestion from the laser radar 14, information about the road surface condition (wet, frozen, snow, etc.) from the road surface discriminator 15, and information about the amount of rainfall from the raindrop sensor 16. Are obtained (the road surface state information and the information on the amount of rainfall may be collectively referred to as weather information).

The information is transmitted from the vehicle-mounted device 3 to the center 9 through the relay device 4 or directly.

There are various methods for transmitting various information from the vehicle-mounted device 3 to the center.

The first is manual transmission. The in-vehicle device 3 is provided with a transmission button. Transmission is performed only when the driver presses this transmission button. if needed,
The type of information to be transmitted (congestion information, accident information, weather information, etc.) is displayed (touch switches 31A to 31C), and the driver is allowed to select information to be transmitted from the information. The selected information is sent to the center.

The second one is automatic transmission at fixed intervals. This is to automatically transmit the information at that time at fixed time intervals (for example, one minute).

The third one is a variable interval automatic transmission. This is transmitted at a specific time. For example, it is transmitted when the created information changes. Also, it is transmitted only when the number of detected vehicles is small. When the number of detected vehicles is large, it is considered that other vehicles collect and transmit the created information to the center in the same manner, so that the load on the center increases. In such a case, the transmission time interval is made longer or the transmission is not performed.

The message transmitted to the center will include the created information, the vehicle ID, the time data, and the position data. Of course, the time data can be replaced with the time received by the center, so that it is not always necessary to transmit the time data from the vehicle to the center.

The center computer 50 of the center 9, which has received the information from each vehicle, executes the average or majority decision for each area or block and for each type of information in the same manner as in the first embodiment. The condition of an area or a block is determined according to the principle described above. This judgment result is
Each area is distributed to each vehicle through the repeater 4.

An example of the processing in the center 9 is shown in FIG.
This will be described with reference to FIG.

FIG. 62 shows a process for traffic congestion information. Upon receiving a message from the vehicle-mounted device 3 (step 170)
), And the location data contained therein is extracted (step 1).
71), which area the vehicle is in is determined (step 172).

The following processing is performed for each area. Congestion information (presence or absence of congestion) is extracted from the message (step 17)
3). Over a certain period of time (for example, 10 minutes), the number of information indicating that there is traffic congestion included in a message from a vehicle existing in the area is integrated (step 174). If the number of pieces of information indicating that there is congestion is equal to or greater than a predetermined threshold value for the area (generally different for each area), the area is determined to be congested (step 175), and the repeater 4 (see FIG. Information on traffic congestion is transmitted together with the area ID to the ID of the repeater (step 176).
). The congestion information may be sent together with the area ID to the repeater in another area. It goes without saying that this information is transmitted from the repeater 4 to each vehicle and the like existing in the area.

If the traffic congestion information includes information on the degree of congestion, an average value of the degree of congestion is obtained, or the degree of congestion is determined by majority vote. Information indicating the determined degree of congestion is also transmitted to the repeater 4 and the vehicle.

The above processing may be performed not for each area but for each block considering the lane. Since the presence or absence of traffic congestion generally differs depending on the lane even on the same road, the above-described processing for each area may be performed in consideration of the lane. At this time, as described above, the lane is determined from the traveling direction of the vehicle, or lane information is included in a message from the vehicle.

FIG. 63 shows a judgment process for weather information. The weather information includes whether the weather is fine (this may not be necessary) and whether it is raining (large, medium, and small depending on the amount of rainfall).
If the in-vehicle device 3 has created detailed information indicating the stage, the detailed information is also included), whether the road surface has snow, the road surface is frozen, the road surface is wet (wet), and the like. . Steps 170 to 172 are the same as those shown in FIG.

For each area, weather information is extracted from the message (step 181), and the numbers of fine information, rain information, snow information, freezing information, and wet information are separately added (step 182). For rain information, large, medium,
Small detailed information is also added. When the integration for a certain period of time (for example, 5 minutes) is completed, the largest integrated value is selected as the fixed information (steps 183, 184, 185)
, 186, 187, 188). However, when the rain information is determined and the wet information is as large as the rain information, the wet information is also determined. Thus, two or more pieces of information may be determined. The determined weather information is transmitted to the vehicle via the repeater.

A description will now be given of the processing of the accident and the traffic congestion that occurs in the center and the display on the vehicle-mounted device. Regarding an accident, it is necessary for the center to judge details such as its position and scale.

In FIG. 64, it is assumed that an accident has occurred on a three-way intersection. Vehicles 2A, 2B, 2 near this accident site
Information about the accident is transmitted from C, 2D, etc. to the center. As described above, the accident information includes the presence / absence of the accident, the situation of the accident, the number of vehicles involved in the accident, the distance from the position of the own vehicle to the accident site, and the like. In addition, the message includes the vehicle ID, the position data, the time, and the like of the vehicle that transmitted the accident information.

Since the position data of the vehicles and the distance to the accident site are transmitted from a plurality of vehicles, the center 9 can accurately determine the position of the accident site on a map. In addition, the scale (extension) of the accident can be determined from the number of vehicles involved in the accident, the situation of the accident, and the like. The elapsed time from when the accident information was first received is also counted.

[0348] Information regarding traffic congestion that has occurred following this accident is also transmitted from another vehicle that is heading for the accident site or moving away from the accident site. The congested lane is determined from the traveling direction of the vehicle. The start point and the end point of the traffic jam are determined from the position of the vehicle that transmitted the traffic jam information.

The information on the accident and the traffic congestion thus obtained is transmitted from the center not only to the area where the accident and the traffic congestion occur but also to the repeater in the area near the accident and the traffic. Since a repeater ID (transmission address) is also assigned to the repeater, the center can send information by designating the repeater.

In-vehicle device 3 of the vehicle that has received the accident / congestion information
Then, as in the case of the first embodiment, the driver is notified of such information by a graphic display, a message display using characters or the like, or a sound output using sounds or words.
For example, when the driver selects the information notification mode with the touch switch 31E and selects the accident information with the touch switch 31A, the accident information is displayed on the display device 25 together with the map.

For example, in the graphic display, first, as shown in FIG. 65 and FIG. 66, the fact that an accident has occurred in area A is first displayed globally. Next, in response to the driver's instruction (for example, by pressing the enlargement key 35) or automatically, as shown in Fig. 67, the accident site is enlarged and displayed on a map so that its position can be accurately identified. I do. When congestion information is selected by the touch switch 31B, a congested area is also displayed as shown in FIG.

On the map, in addition to the location of the accident, the size of the accident, the number of vehicles involved, the time elapsed since the occurrence of the accident, and the like are displayed using characters and the like.

As examples of message display and voice output,
"An accident has occurred in Area A" (global notification), "A medium-scale accident involving five vehicles on a three-way intersection in Area A occurred at about 2 PM" (detailed notification), etc. There is.

In the same manner as described above, information on weather (weather) may be notified in various forms.

For example, when the driver touches the touch switch 31E
To select the information notification mode, and touch switch 31C
To select weather information. Then, the rainy road is displayed on the display device 25 as shown in FIG. The position of the own vehicle is also displayed (black circle). When the touch switch 31C is pressed again, the display is switched to a wet road display as shown in FIG. Driver touch switch 31
When C is pressed, a frozen road is displayed as shown in FIG. When the touch switch 31C is further pressed, a road on which snow is falling or snow is displayed as shown in FIG. In this way, the display is switched every time the touch switch 31C is pressed. Of course, the plurality of weather conditions (road surface conditions) may be displayed on one map.

As described above, the role of the repeater 4 is to relay a message from the vehicle-mounted device 3 to the center 9 and vice versa. However, the repeater may have the following functions.

When local information is transmitted from the on-vehicle device 3 of the vehicle 2 to the repeater 4, the repeater processes the information as it is or processes the information to be transmitted to the vehicle existing in the area in which the repeater is in charge. Send to The same applies to information that needs to be immediately reported, such as accident information. For example, when accident information is sent from a plurality of vehicles, the above-described processing of the center is performed by the repeater, and the result is directly transmitted to the vehicle without passing through the center. As described above, the repeater has a function of selectively transmitting information from the vehicle to the center, processing the information as necessary, and transmitting the processed information to the vehicle.

The repeater 4 also has a function of processing vehicle information from the area in which the repeater 4 is in charge and transmitting the processed information to the center 9. For example, when rain information is sent from 50 vehicles, the data is collected in an area managed by the vehicle such as “rain, 50 vehicles” and transmitted to the center. This allows
The burden on the center is reduced.

[0359] The repeater 4 is also provided with various sensors such as the above-mentioned laser radar, and the repeater itself may collect and process various information and transmit it to the center or transmit it to the vehicle.

The transmission addresses are assigned to the repeaters as described above, and the center designates and transmits a plurality of repeaters for general information. Local information is transmitted only for the repeater in one area. In some cases, the center or the repeater may attach a vehicle ID (vehicle address) to a message containing the information and send the information only to a specific vehicle.

Fourth Embodiment In the first to third embodiments, basically, the on-vehicle device 3 mounted on the vehicle collects information on the own vehicle and the surrounding environment, and processes the information as necessary. The vehicle owner must be equipped with on-board equipment capable of collecting information, processing it as needed, and transmitting that information to a repeater or center. As in the first embodiment, the driver must provide the effort to manually enter information. Further, in order to collect, process, and transmit information, the onboard equipment must be powered by a battery mounted on the vehicle. On the other hand, some drivers may only want to receive information without providing the information.

The traffic information system of the present invention is based on the premise that there is a person who collects and provides various types of information. If there is no information provider, this system cannot be said to be feasible.

In this sense, it is important to reward the information provider according to the amount of information provided. In the fourth embodiment, a reward is given according to the amount of information provided to an information provider.

As shown in FIG. 73, the memory 53 of the center computer 50 of the center 9 stores in advance the identification code of the person who intends to provide information and who has mounted the above-mentioned vehicle-mounted device 3 in his / her own vehicle. It is registered. This identification code is a vehicle ID here. An area for storing the number of times of providing information is provided corresponding to the vehicle ID.

FIG. 74 shows the processing in the center. In this processing, the information distribution processing of the center as in the first to third embodiments described above is omitted.

When a message including various information from the vehicle is received directly from the vehicle-mounted device 3 of the vehicle or via the relay device 4 (step 190), the center computer 50 extracts the vehicle ID included in the message. (Step 191).

The information providing circuit stored in the memory 53 corresponding to the extracted vehicle ID is incremented by one (step 192).

When the information providing circuit reaches a predetermined number of times (10 times, 20 times, 50 times, 100 times, etc.), the vehicle ID (and the vehicle ID if necessary)
(Name, address, etc. of the owner registered in connection with the printer) are output from the printer and displayed on the display device (step
194).

A reward such as a prize, merchandise, or special information is given to a person who has provided a predetermined number of times of information provision.

Vehicle ID for which the number of information provisions has reached a predetermined number
Is cleared (step 195).
). For this vehicle ID, the number of information provisions is counted again from 0.

It is not necessary to output the vehicle ID immediately when the number of times of providing information reaches the predetermined number. A vehicle ID for which the number of information provisions has become a predetermined number or more may be periodically output. In this case, a result obtained by subtracting a predetermined number of times from the number of times of information provision when the vehicle ID is output is stored as a new number of times of information provision corresponding to the vehicle ID.

[Brief description of the drawings]

FIG. 1 shows a spatial arrangement of a traffic information system.

FIG. 2 is a block diagram illustrating an electrical configuration of the vehicle-mounted device.

FIG. 3 shows a man-machine interface part in the car navigation system.

FIG. 4 shows a display example of a road on a display device.

FIG. 5 shows an example of enlarged display of a road on a display device.

FIG. 6 shows a reduced display example of a road on a display device.

FIG. 7 shows a further reduced display example of a road on the display device.

FIG. 8 is a block diagram showing an electrical configuration of the repeater.

FIG. 9 is a block diagram showing an electrical configuration of a center.

FIG. 10 shows an initial state when information is input from the car navigation system.

FIG. 11 shows a display screen and a key group when inputting accident information.

FIG. 12 shows a display screen and a key group when accident information is input.

FIG. 13 shows a display screen and a key group when accident information is input.

FIG. 14 shows a display screen and a key group when accident information is input.

FIG. 15 is a flowchart showing a processing procedure in the vehicle-mounted device.

FIG. 16 is a flowchart showing a processing procedure in the repeater.

FIG. 17 shows a vehicle information area of a center.

FIG. 18 is a flowchart showing a processing procedure in the center.

FIG. 19 shows another example of the vehicle information area of the center.

FIG. 20 is a flowchart showing a congestion detection processing procedure in the center.

FIG. 21 is a flowchart showing another example of the traffic jam detection processing procedure in the center.

FIG. 22 is a flowchart showing another example of the traffic jam detection processing procedure in the center.

FIG. 23 shows a display example of traffic congestion information on a vehicle.

FIG. 24 is a flowchart showing still another example of the traffic jam detection processing procedure in the center.

FIG. 25 is a flowchart showing still another example of the traffic jam detection processing procedure in the center.

FIG. 26 is a block diagram illustrating a configuration of a laser radar.

FIG. 27 is a perspective view showing a vehicle equipped with a laser radar.

FIG. 28 is a perspective view showing a light projecting optical system of a laser radar.

FIG. 29 shows a detection area of the laser radar, where (A) shows a vertical plane of the detection area and (B) shows a plane.

FIG. 30 shows detection point data obtained by a laser radar.

31 (A), (B) and (C) show how different shapes are detected, respectively.

FIGS. 32A and 32B are graphs showing examples of membership functions used in fuzzy inference for congestion determination.

FIGS. 33A and 33B are graphs showing examples of membership functions used in fuzzy inference for congestion determination.

FIGS. 34A and 34B are graphs showing examples of membership functions used in fuzzy inference for congestion determination.

FIGS. 35A and 35B are graphs showing examples of membership functions used in fuzzy inference for congestion determination.

FIGS. 36A and 36B are graphs showing examples of membership functions used in fuzzy inference for determining traffic congestion.

FIGS. 37A and 37B are graphs showing examples of membership functions used in fuzzy inference for congestion determination.

FIG. 38 shows a state where the occurrence of an accident is detected.

FIG. 39 shows a vehicle including the optical system of the road surface identification device.

FIG. 40 is a perspective view of an optical configuration of the road surface identification device.

FIG. 41 is a longitudinal sectional view of an optical configuration of the road surface identification device.

FIG. 42 is a front view of the optical system for specular reflection light.

FIG. 43 is a graph showing actual measurement results.

FIG. 44 is a block diagram illustrating an electrical configuration of the road surface identification device.

FIG. 45 is a circuit diagram showing a specific example of a differential amplifier circuit.

FIG. 46 is a circuit diagram showing a specific example of a tracking band pass filter.

FIG. 47 is a block diagram illustrating a specific example of an amplitude detection circuit.

FIG. 48 is a flowchart showing an example of a road surface determination algorithm.
It is a chart.

FIG. 49 is a flowchart showing another example of the road surface determination algorithm.

FIG. 50 is a flowchart showing yet another example of the road surface determination algorithm.

FIG. 51 is a flowchart showing yet another example of the road surface determination algorithm.

FIG. 52 is a perspective view showing a head of the raindrop sensor.

FIG. 53 is a perspective view showing an optical system of the raindrop sensor.

FIG. 54 is a perspective view showing a vehicle provided with a raindrop sensor.

FIG. 55 is a cross-sectional view showing an attached state of the raindrop sensor head.

FIG. 56 is a graph showing a change in the amount of received light when a raindrop enters slit light.

FIG. 57 is a graph showing changes in the amount of received light for raindrops of various sizes.

FIG. 58 is a graph showing the relationship between the size of raindrops and the falling speed.

FIG. 59A is a vector diagram showing a relationship between a vehicle speed and a falling speed of raindrops, and FIG. 59B is a vector diagram showing a relationship between a vehicle speed, a falling speed of raindrops, and a passing speed of slit light of raindrops.

FIG. 60 is a block diagram showing a signal processing circuit of the raindrop sensor.

FIG. 61 (A) shows the waveform of the emitted light, and FIG. 61 (B) shows the waveform of the received light signal.

FIG. 62 is a flowchart showing a congestion information processing procedure in the center.

FIG. 63 is a flowchart showing a weather information processing procedure in the center.

FIG. 64 shows an accident occurrence location.

FIG. 65 shows a display example of accident information.

FIG. 66 shows another display example of the accident information.

FIG. 67 shows a display example of accident information.

FIG. 68 shows another example of display of accident information.

FIG. 69 shows a display example of rain information.

FIG. 70 shows a display example of wet information.

FIG. 71 shows a display example of freeze information.

FIG. 72 shows a display example of snow information.

FIG. 73 shows the contents of the memory of the center.

FIG. 74 is a flowchart showing a processing procedure for giving a reward to an information provider.

[Explanation of symbols]

1 road 2,2A, 2B, 2C, 2D vehicle 3 On-board equipment 4 Repeater 9 Center 10 Information processing equipment 11, 41, 51 transmitter 12, 43, 52 receiver 13 Vehicle speed sensor 14 Laser radar 15 Road surface identification device 16 Raindrop sensor 20 Car navigation system 25 Display device 26 keys 31 Operation section 31A, 31B, 31C, 31D, 31E Touch switch 50 center computer 53 memory 60 Laser Radar Head

   ────────────────────────────────────────────────── ─── Continuation of front page    F term (reference) 2C032 HB22 HB25 HC08 HC13 HC24                       HC27 HD03 HD13 HD17 HD23                 2F029 AA02 AB07 AB12 AB13 AC02                       AC09 AC14 AC19                 5H180 AA01 BB04 BB13 BB15 CC03                       CC14 CC27 DD04 EE13 EE15                       FF04 FF05 FF13 FF22 FF27                       FF33

Claims (34)

[Claims] An individual information collecting device mounted on a vehicle and used for collecting individual information on traffic and the like, and comprehensive information on an area within a predetermined range based on individual information transmitted from the individual information collecting device. A personal information collecting device, wherein the individual information collecting device measures at least a position to generate position data, a manual operation information inputting device for manually inputting information representing a surrounding situation, A first transmitting device for transmitting individual information including the position data created by the position detecting means and the information input by the manual operation information inputting means, and a first transmitting device for receiving the comprehensive information transmitted from the center device A receiving device for notifying the general information received by the first receiving device; A second receiving device for receiving the individual information transmitted from the first transmitting device of the individual information collecting device, and comprehensive information relating to a region within a predetermined range based on the individual information received by the second receiving device. A traffic information system comprising: an information processing unit to be created; and a second transmission unit to transmit the comprehensive information created by the information processing unit to the individual information collecting device. 2. The personal information collecting apparatus includes clock means for measuring time, and the individual information transmitted by the first transmitting device includes time data measured by the clock means. The traffic information system according to 1. 3. The individual information collecting device further includes a storage device for storing an identification code of the individual information collecting device or a vehicle equipped with the individual information collecting device, and the first transmitting means of the individual information collecting device includes at least the The position data, the time data, and the identification code are transmitted at least twice at a predetermined time interval, and in response to the information being input from the manual operation information input means, the input information and at least the identification code are transmitted. Wherein the information processing means of the center device determines a traveling direction of a vehicle equipped with the individual information collecting device based on position data, time data and an identification code received at least twice. The traffic information system according to claim 2. 4. The traffic information system according to claim 1, wherein information relating to at least one of an accident, traffic congestion, and weather is input by said manual operation information input means of said individual information collection device. 5. An information collecting device mounted on a vehicle for collecting individual information on traffic and the like, and creating comprehensive information on an area within a predetermined range based on the individual information transmitted from the information collecting device. An information collection device used in a traffic information system including a center device, a position detection means for measuring at least a position to generate position data, and a manual for manually inputting information representing a surrounding situation. Operation information input means,
An information collection device comprising: a first transmission device that transmits individual information including position data created by the position detection unit, an identification code relating to the information collection device, and information input by the manual operation information input unit. apparatus. 6. The information collecting apparatus according to claim 5, further comprising clock means for measuring time, wherein the individual information transmitted by said first transmitting device includes time data measured by said clock means. . 7. The apparatus according to claim 5, further comprising: a first receiving device for receiving the comprehensive information transmitted from the center device; and a notifying device for notifying the comprehensive information received by the first receiving device. Information collection device. 8. The information collecting apparatus according to claim 5, further comprising a car navigation system, wherein the car navigation system includes at least the position detection unit and the manual operation information input unit. 9. A car comprising: position detecting means for measuring position to generate position data; and manually operating information input means for manually inputting information on at least one of accident, traffic congestion, and weather.・ Navigation system. 10. An individual information collecting device that is mounted on a vehicle and used to collect individual information related to the traveling of the vehicle, and a traffic in an area within a predetermined range based on the individual information transmitted from the individual information collecting device. A center device for creating information, wherein the individual information collecting device stores at least position detecting means for measuring position and creating position data, and an identification code of the individual information collecting device or a vehicle equipped with the same. A storage device, a first transmitting device for transmitting the position data created by the position detecting means and the individual information including the identification code stored in the storage device at least twice at predetermined time intervals, A first receiving device for receiving the transmitted traffic information, and a notifying device for notifying the traffic information received by the first receiving device Wherein the center device receives the individual information transmitted from the first transmitting device of the individual information collecting device, and the center device receives at least two of the individual information received by the second receiving device. An information processing means for creating traffic information in a predetermined area based on the individual information; and a second transmitting means for transmitting the traffic information created by the information processing means to the individual information collecting device. Information system. 11. The individual information collection device includes clock means for measuring time, and the individual information transmitted by the first transmission device includes time data measured by the clock means. The traffic information system described in 10. 12. The traffic information system according to claim 10, wherein the traffic information created by said information processing means in said center device is traffic jam information. 13. The traffic information system according to claim 12, wherein the congestion information includes the presence / absence of a congestion and the degree of the congestion. 14. The individual information collecting device includes a vehicle speed detecting means for detecting a running speed of a vehicle on which the individual information collecting device is mounted,
11. The traffic information system according to claim 10, wherein the first transmitting device transmits data representing the traveling speed detected by the vehicle speed detecting means to the center device. 15. An information collecting device which is mounted and used on a vehicle and collects individual information related to the traveling of the vehicle, and based on the individual information transmitted from the information collecting device, traffic information in an area within a predetermined range. The information collection device used in a traffic information system including a center device to be created, wherein at least a position is detected by measuring a position to create position data, and the information collection device or a vehicle equipped with the information collection device is identified. A storage device for storing a code, and a first transmitting device for transmitting the position data created by the position detecting means and the individual information including the identification code stored in the storage device at least twice at predetermined time intervals. Equipped information gathering device. 16. The information collecting apparatus according to claim 15, further comprising clock means for measuring time, wherein the individual information transmitted by said first transmitting device includes time data measured by said clock means. . 17. The apparatus according to claim 15, further comprising a first receiving device for receiving the traffic information transmitted from said center device, and a notifying device for notifying the traffic information received by said first receiving device. Information collection device as described. 18. An individual information collecting device which is used by being mounted on a vehicle and collects individual information on traffic and the like, and comprehensive information on an area within a predetermined range based on the individual information transmitted from the individual information collecting device. And a center device for creating the position information, wherein the individual information collecting device is at least a position detecting means for measuring position and generating position data, a sensor for detecting information representing a surrounding situation, and a position detecting means for generating the position data. A first transmitting device that transmits position data and individual information including information detected by the sensor, a first receiving device that receives comprehensive information transmitted from the center device, and a first receiving device that receives the first information. A notifying device for notifying the integrated information, wherein the center device transmits the individual information transmitted from the first transmitting device of the individual information collecting device. A second receiving device for receiving the different information,
Information processing means for creating comprehensive information on a predetermined range of areas based on the individual information received by the second receiving apparatus, and a second information transmitting means for transmitting the comprehensive information created by the information processing means to the individual information collecting apparatus. A traffic information system comprising two transmission means. 19. The individual information collecting device includes clock means for measuring time, and the individual information transmitted by the first transmitting device includes time data measured by the clock means. The traffic information system described in 18. 20. The traffic information system according to claim 18, wherein said sensor is at least one of a sensor for detecting traffic information and a sensor for detecting weather information. 21. The traffic information system according to claim 18, wherein said sensor is at least one of a sensor for detecting accident information, a sensor for detecting traffic congestion information, and a sensor for detecting weather information. 22. The traffic information system according to claim 18, wherein said sensor is at least one of a laser radar, a road surface condition determining device, and a rainfall detecting device. 23. An information collection device that is mounted on a vehicle and used to collect individual information on traffic and the like, and creates comprehensive information on an area within a predetermined range based on the individual information transmitted from the information collection device. The information collecting device used in a traffic information system including a center device, a position detecting means for measuring at least a position to generate position data, a sensor for detecting information representing a surrounding situation, and the position collecting device. An information collection device comprising: a first transmission device that transmits individual information including position data created by a detection unit, an identification code for the information collection device, and information detected by the sensor. 24. The information collecting apparatus according to claim 23, further comprising clock means for measuring time, wherein the individual information transmitted by said first transmitting device includes time data measured by said clock means. . 25. The apparatus according to claim 23, further comprising: a first receiving device that receives the general information transmitted from the center device; and a notifying device that notifies the general information received by the first receiving device. Information collection device. 26. The information collection device according to claim 23, wherein the sensor is at least one of a sensor for detecting traffic information and a sensor for detecting weather information. 27. The information collection device according to claim 23, wherein the sensor is at least one of a sensor for detecting accident information, a sensor for detecting traffic congestion information, and a sensor for detecting weather information. 28. The information collection device according to claim 23, wherein the sensor is at least one of a laser radar, a road surface condition determination device, and a rainfall amount detection device. 29. A position detecting means for measuring position to generate position data, a receiving device for receiving information on at least one of accident, traffic congestion, and weather, and a notification for notifying the information received by the receiving device. Navigation system with equipment. 30. A relay device for relaying communication between the individual information collecting device and the center device, further comprising: a relay device for relaying communication between the individual information collecting device and the center device. 19, 20,
23. The traffic information system according to any one of 21 and 22. 31. The method according to claim 5,6,7,8,15,16,17,
The information collecting apparatus according to any one of claims 23, 24, 25, 26, 27, and 28, or the vehicle according to claim 9 or 29.
Vehicle equipped with a navigation system. 32. Instead of providing the first receiving device and the notification device in the individual information collecting device, the first receiving device and the notification device are provided in a large-scale notification device installed near a road,
Transmitting means for transmitting the comprehensive information to the large-scale notification device.
23. The traffic information system according to any one of 19, 20, 21 and 22. 33. A means for storing the number of times the center device has received the individual information transmitted from the individual information collecting device having each identification code for each of the identification codes, and the number of receptions having reached a predetermined value. Output means for outputting data relating to an identification code corresponding to the data.
3,4,10,11,12,13,14,18,19,20,21 and 22
Traffic information system according to any one of the above. 34. An individual information collection device which is mounted on a vehicle and is used for collecting and transmitting individual information on traffic including an identification code of the own vehicle, and based on the individual information transmitted from the individual information collection device. Means for storing the number of times that the center device has received the individual information transmitted from the individual information collecting device having each identification code for each of the identification codes;
And a means for outputting data relating to an identification code corresponding to the number of receptions that has reached a predetermined value.