JP7123103B2 - PASSING GATE DETERMINATION DEVICE, PASSING GATE DETERMINING SYSTEM AND PASSING GATE DETERMINING METHOD - Google Patents

Description

TECHNICAL FIELD The present invention relates to technology for guiding a vehicle traveling in a tollgate area to an appropriate gate.

In recent years, automatic driving technology for controlling automatic driving of vehicles has progressed, and vehicles capable of automatic driving are being realized. Therefore, there is a demand for a system that can determine the optimum passage gate even on roads that include sections with no lanes, such as expressway toll booths, and continue automatic driving of vehicles.

It is desirable to determine the optimum passage gate for the vehicle by considering the road environment and the movement of other vehicles. In Japanese Patent Laid-Open No. 2004-100001, the first point of view is to select a gate that the vehicle can reach faster, and the second point is to select a gate that allows the vehicle to change lanes less frequently. An in-vehicle device for gate determination is disclosed.

WO2018/142566

The passing gate determination device of Patent Document 1 is mounted on a vehicle, but when there are a plurality of other vehicles in the vicinity, the accuracy of other vehicle detection and the method of determining the route calculation to the passing gate are different for each vehicle. , there is a problem that it is not always possible to determine the optimum passage gate.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a passage gate determination device capable of determining the optimum passage gate for a vehicle traveling in a toll booth area.

A passage gate determination device according to the present invention is provided in a toll gate area having a plurality of toll gates, and is a passage gate determination device that determines an optimum passage gate through which a controlled vehicle that has entered the toll gate area is allowed to pass. a vehicle communication unit that communicates with vehicles traveling in the toll gate area; a gate communication unit that communicates with the plurality of toll gates; Vehicle information and peripheral information obtained from the vehicle to be controlled via the vehicle communication unit, and operation status of the toll gates and the toll gates obtained from the plurality of toll gates via the gate communication unit. and information on vehicles scheduled to pass through, and setting a plurality of conditions necessary for determining the optimum passage gate, giving priority to the plurality of conditions, and using the conditions in order from the highest priority to the optimum Candidates for passing gates are selected, the tollgate gate satisfying the plurality of conditions is determined as the optimum passing gate, the information on vehicles scheduled to pass is managed in a first-in, first-out data structure in the passing gate determination device, and the toll gate is selected. When receiving information that a vehicle passing through a toll gate is detected, the oldest vehicle information recorded corresponding to the toll gate is deleted, and the vehicle information is replaced with route information after passing through the gate. It is information including destination information, whether ETC is installed, and driving status whether automatic driving or manual driving .

According to the passage gate determination device according to the present invention, it is possible to determine and guide the optimum passage gate for a vehicle traveling in a tollgate area.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram showing an example of a toll booth area equipped with a passage gate determination device according to an embodiment of the present invention; 1 is a functional block diagram showing the configuration of a passage gate determination system according to an embodiment of the present invention; FIG. 4 is a flow chart for explaining the schematic operation of the passing gate determining device according to the embodiment of the present invention; FIG. 4 is a diagram for explaining an example of conditions necessary for determining an optimum passage gate; FIG. 10 is a flow chart illustrating processing for determining an optimum passage gate; FIG. FIG. 4 is a diagram showing an example of definitions of reference values and weights of gate determination conditions in terms of efficiency and comfort; FIG. 10 is a flow chart illustrating processing for determining an optimum passage gate; FIG. It is a figure which shows an example of the database memorize|stored in a passing vehicle information part. FIG. 10 is a diagram for explaining selection of candidates for the optimum passage gate; It is a figure explaining the result of comprehensive evaluation.

<Embodiment>
<Configuration>
FIG. 1 is a diagram showing an example of a tollgate area equipped with a passage gate determination device 10 according to an embodiment of the present invention, and is a plan view of the tollgate area viewed from above.

In FIG. 1, the starting point of the toll gate area is a point that is ten and several meters before the toll gate of an expressway or the like and where the road width increases. Note that the start point of the toll gate area is not limited to this point, and may be any point that serves as a reference point for each of the following areas. A vehicle-to-everything (V2X)-equipped vehicle passing through the toll gate area start point is detected by the vehicle detection device 20 . Note that the vehicle detection device 20 does not distinguish between V2X-equipped vehicles and non-V2X-equipped vehicles, but detects all vehicles passing through the start point of the tollgate area.

A tollgate area is shown from the start point of the tollgate area to the tollgate gate area, a straight area is a section several meters before the tollgate gate area, and a lane change area is a section excluding the straight area from the tollgate area. A vehicle sensor LS is provided at each exit of the toll gate 30, and the result of checking the passage of the vehicle by the vehicle sensor LS is transmitted to the passing vehicle detection unit 302 (FIG. 2) in the toll gate 30. .

FIG. 2 is a functional block diagram showing the configuration of the passing gate determination system 100 according to the embodiment of the present invention. As shown in FIG. 2, the passage gate determination system 100 includes a passage gate determination device 10, a vehicle detection device 20, and a tollgate 30, communicates with a V2X-equipped vehicle 40, and determines the optimum passage gate for each vehicle. is determined and transmitted to the V2X-equipped vehicle 40 as passing gate information. In addition, travel control information is also transmitted to the V2X-equipped vehicle 40 .

The passage gate determination device 10 is a device that determines the optimum passage gate from among a plurality of gates for a V2X-equipped vehicle that has entered a toll gate area. A gate determination unit 104 , a manually operated vehicle detection unit 105 , a map information storage unit 106 , a vehicle information unit 107 , a passing vehicle information unit 108 and a travel control information generation unit 109 are provided.

The vehicle communication unit 101 communicates with the V2X-equipped vehicle, and the vehicle information includes destination information (including route information after passing through the gate), vehicle speed, whether or not ETC (Electronic Toll Collection System) is installed, driving status (auto/ manually), and acquire the current position (coordinates) and road surface conditions as peripheral information.

The sensing information communication unit 102 communicates with the sensing information communication unit 202 in the vehicle detection device 20 . The gate communication unit 103 communicates with the gate communication unit 303 inside the toll gate 30 .

The gate determination unit 104 determines the optimum passage gate based on vehicle information and vehicle surrounding information from the V2X-equipped vehicle detected by the vehicle detection device 20, passage gate information (vehicle information) from the toll gate 30, map information, and the like. decide. In addition, information on the determined optimal passage gate and a part of the input information are output to the travel control information generation unit 109 . A detailed method for determining the optimum passage gate will be described later.

The manually operated vehicle detection unit 105 acquires information on the driving situation of the V2X-equipped vehicle via the vehicle communication unit 101 . As a result, when the V2X-equipped vehicle detected by the vehicle detection device 20 is manually operated, it is determined that the manually operated vehicle has entered the tollgate area. Among the vehicles that have entered the toll gate area, vehicles that do not have a communication function with the passage gate determination device 10, i.e., vehicles that are not equipped with V2X, do not transmit vehicle information and peripheral information. is treated as a manually operated vehicle. Vehicles without automatic driving functions are also treated as manually driven vehicles. When the vehicle detection device 20 detects a vehicle treated as a manually operated vehicle as described above, the information is sent to the sensing information communication unit 102 via the sensing information communication unit 202 . The sensing information communication unit 102 inputs the received information to the manually operated vehicle detection unit 105 .

The map information storage unit 106 stores map information regarding roads in the toll booth area on which the vehicle is traveling. The stored map information includes the position of the toll gate, the shape of the road, the type and shape of the road beyond the toll gate, the position of the toll gate installed at the toll gate, and the like.

The vehicle information unit 107 holds destination information, vehicle speed, whether the vehicle is equipped with ETC, and driving status (automatic/manual), which are vehicle information obtained from the V2X-equipped vehicle via the vehicle communication unit 101 .

The passing vehicle information unit 108 is a database that holds passing vehicle information recording which vehicles are scheduled to pass through each toll gate, and uses a queue data structure. As will be described later, when a passing vehicle is detected by the passing vehicle detection unit 302 of the toll gate 30 and new passing gate information is received, the oldest vehicle recorded corresponding to the toll gate 30 is detected. Delete information.

When the vehicle detection device 20 detects a V2X-equipped vehicle and the manually-operated vehicle detection unit 105 and the passing vehicle information unit 108 do not detect a manually-operated vehicle, the travel control information generation unit 109 detects the vehicle from the tollgate area start point to the gate. The travel route information and the vehicle speed (travel control information) between the optimal passage gate determined by the determination unit 104 are generated. On the other hand, when the vehicle detection device 20 detects a V2X-equipped vehicle and the manually-operated vehicle detection unit 105 or the passing vehicle information unit 108 detects a manually-operated vehicle, information indicating that the travel route and vehicle speed are not generated is generated. Generate.

The vehicle detection device 20 includes a vehicle detector 201 that detects a vehicle that has entered the tollgate area, and a detection result that is received by the vehicle detector 201 and transmitted to the detection information communication unit 102 in the passage gate determination device 10. and an information communication unit 202 .

The tollgate gate 30 includes a gate traffic information unit 301 that temporarily holds vehicle information of vehicles that have passed through the gate as passing gate information, and a passage information unit that detects that a V2X-equipped vehicle traveling in the tollgate area has passed through the gate. A vehicle detection unit 302 and a gate communication unit 303 for transmitting passage gate information of a vehicle that has passed through the gate to the passage gate determination device 10 are provided.

When a vehicle passing through the gate is detected by the passing vehicle detection unit 302 , the gate passage information unit 301 transmits the passing gate information of the vehicle to the passing gate determination device 10 via the gate communication unit 303 . The passing gate determination device 10 receives the passing gate information transmitted from the gate communication section 303 via the gate communication section 103 and outputs it to the passing vehicle information section 108 . The passing vehicle information unit 108 that has received the new passing gate information deletes the oldest vehicle information corresponding to the toll gate 30 that has transmitted the information.

The gate communication unit 303 communicates between the toll gate 30 and the passage gate determination device 10 using, for example, LTE (Long Term Evolution), 4G (4th Generation), 5G (5th Generation), WiFi (Wireless Fidelity), Bluetooth ( (registered trademark), optical beacons, etc. are used for communication. Note that the gate passage information unit 301 may be provided in the passage gate determination device 10 .

The V2X-equipped vehicle 40 includes an automatic driving control device 400 , a vehicle information acquisition section 401 , a peripheral information acquisition section 402 , a notification section 406 and an actuator 407 .

The vehicle information acquisition unit 401 acquires vehicle information, which is vehicle information. The vehicle information includes a vehicle state quantity representing the state of the vehicle. The vehicle information acquisition unit 401 includes, for example, a steering angle sensor, vehicle speed sensor, winker sensor, light sensor, yaw rate sensor, and acceleration sensor.

The steering angle sensor detects the steering angle of the host vehicle. A vehicle speed sensor detects the running speed of the own vehicle. The winker sensor detects the indicated direction of the direction indicator of the host vehicle. The light sensor detects whether the light of the vehicle is on or off. The yaw rate sensor detects the yaw rate of the own vehicle, and the acceleration sensor detects the acceleration of the own vehicle.

The group of sensors that constitute the vehicle information acquisition unit 401 is not limited to the sensors exemplified above. Other sensors may be used as long as they can be used.

The peripheral information acquisition unit 402 has a sensor group that acquires peripheral information indicating the state of the surrounding environment of the own vehicle. The sensor group of the peripheral information acquisition unit 402 includes, for example, a GPS (Global Positioning System) device, an in-vehicle communication device, peripheral sensors, a navigation system, and the like.

A GPS device receives GPS signals from a plurality of GPS satellites and measures the position of its own vehicle. The in-vehicle communication device performs inter-vehicle communication between the own vehicle and other vehicles or road-to-vehicle communication between the own vehicle and the roadside device. Peripheral sensors are distance sensing sensors such as millimeter-wave radar and ultrasonic sonar, which detect the positions of objects such as other vehicles, pedestrians, buildings, and obstacles in the vicinity of the own vehicle. If the object is a moving object such as another vehicle or a pedestrian, the moving speed of the moving object is detected. The navigation system displays the current position of the vehicle on a map or displays the route from the current position of the vehicle to the destination using map information and the positional information of the vehicle acquired by the GPS device. . The map information can be acquired from the outside using, for example, an in-vehicle communication device.

It should be noted that the sensor group constituting the peripheral information acquisition unit 402 is not limited to the sensors exemplified above. For example, other sensors, such as an in-vehicle camera, may be used as long as they can recognize the surrounding conditions of the own vehicle.

The automatic driving control device 400 transmits the vehicle information and the surrounding information obtained from the vehicle information acquisition unit 401 and the surrounding information acquisition unit 402 to the passage gate determination device 10, and the passage gate information and travel control are transmitted from the passage gate determination device 10. a vehicle communication unit 403 for receiving vehicle information; a driving route generating unit 404 for generating a driving route based on vehicle information, surrounding information, and passing gate information and driving control information received from the passing gate determination device 10; A vehicle control unit 405 controls the travel of the vehicle by controlling the actuator 407 according to the travel route generated by the generation unit 404 .

The vehicle communication unit 403 communicates between the V2X-equipped vehicle 40 and the passage gate determination device 10 using, for example, LTE, 4G, 5G, WiFi, Bluetooth (registered trademark), an optical beacon, or the like.

In order to realize automatic driving, automatic braking, automatic acceleration/deceleration control such as ACC (Adaptive Cruise Control), automatic parking control, lane keeping control, etc. are necessary, and the automatic driving control device 400 is a CPU (Central Processing Unit). , and DSPs (Digital Signal Processors). These processors execute programs stored in a storage device (not shown) to realize automatic operation.

The notification unit 406 is a device that notifies the passenger of various types of information output from the vehicle control unit 405 of the automatic driving control device 400, such as the level of automatic driving, the failure state, the transition of driving authority, the state transition of the vehicle, etc. It is composed of a display device such as a liquid crystal display device and a HUD (Head-Up Display), and an HMI (Human Machine Interface) having an audio output device such as a speaker.

Actuator 407 is a general term for devices such as steering, throttle, brake, shift, winker, etc. necessary for realizing automatic driving of the vehicle.

<Action>
Next, the general operation of the passing gate determination device 10 will be described with reference to the flowchart shown in FIG.

When starting a series of processes, the passing gate determination device 10 first confirms, via the vehicle detection device 20, whether or not there is a V2X-equipped vehicle passing through the toll gate area start point (step S1). If the passage of the vehicle equipped with V2X is not detected in step S1 (No), step S1 is repeated.

On the other hand, if a V2X-equipped vehicle is detected in step S1 (if Yes), vehicle information (destination information, vehicle speed, whether or not ETC is installed, driving situation (automatic/manual)) and peripheral information (current position, road surface condition) are acquired (step S2).

Based on the vehicle information and surrounding information acquired in step S2, and the current passing vehicle information and gate operation status stored in the passing vehicle information unit 108, the gate determining unit 104 (FIG. 2) determines the optimum passing gate. Determine (step S3).

Next, the gate determining unit 104 adds the vehicle information acquired in step S2 to the information of the optimum passing gate determined in step S3, and updates the passing vehicle information in the passing vehicle information unit 108 (step S4). . From the updated latest passing vehicle information list, it is confirmed whether or not there is a manually operated vehicle in the tollgate area (step S5).

If there are no manually operated vehicles in the tollgate area (if No), the travel control information generator 109 generates travel route information from the current point to the optimum passage gate determined in step S3 for the vehicle to be controlled. (Step S6).

At this time, the lane change is made within the lane change area, and a travel route is generated such that the vehicle travels straight from the straight area to the optimum passage gate determined in step S3. The travel route information also includes vehicle speed information.

Further, the information on the optimum passage gate determined in step S3 and the travel control information generated in step S6 are transmitted to the vehicle to be controlled (step S7), and the series of processing ends.

On the other hand, if it is confirmed in step S5 that there is a manually operated vehicle in the tollgate area (if Yes), the information on the optimum passage gate determined in step S3, the travel route information, and the vehicle speed information (travel control information) ) is not generated, and is transmitted to the vehicle to be controlled as travel control information (step S8), and the series of processes is terminated.

Next, an example of conditions necessary for determining the optimum passage gate will be described with reference to FIG. As shown in FIG. 4, the determination of the optimum passage gate includes, for example, gate type, safety, efficiency and comfort conditions as major items. Regarding safety, the condition of collision risk is listed as a middle item, and the condition of destination is listed as a middle item of efficiency.

As for the gate type, as sub-items, there are gate operating conditions, that is, whether the gate is closed or in operation (closed/in operation), and whether it is an ETC gate or a general gate (ETC/general).

Regarding safety, as a minor item, the conditions for sudden braking and sharp steering are listed. Conditions include the number of changes and the degree of congestion.

From the viewpoint of gate type and safety, it will be subject to independent evaluation to evaluate whether it is suitable for passing gates. From the viewpoint of efficiency and comfort, the conditions of each sub-item are combined and comprehensively evaluated, and the optimum passage gate is determined. In addition, priority levels 1 to 7 are provided for the seven sub-items. The priority is 1 for the highest when the gate is closed or in operation, 2 and 3 for hard braking and sharp steering, respectively, and 7 for the lowest congestion.

Next, the process of determining the optimum passage gate using the conditions shown in FIG. 4 in the gate determination unit 104 (FIG. 2) will be described with reference to the flowchart shown in FIG. The flowchart shown in FIG. 5 corresponds to the detailed flow of step S3 in FIG.

When the process of determining the optimum passage gate is started, the gate determination unit 104 first acquires information on the operation status of each toll gate 30 with priority 1 from the database of the passing vehicle information unit 108 (step S31). The operation status indicates whether the gate is closed or in operation, and it does not matter whether the gate is an ETC gate or a general gate.

The gate determination unit 104 deletes the closed tollgate 30 from the candidates for the optimum passage gate based on the operation status information acquired in step S31 (step S32).

For the optimum passage gate candidates not deleted in step S32, the gate determination unit 104 calculates the longitudinal acceleration from the vehicle speed detected at the toll gate area start point and the distance to each toll gate 30 (step S33). .

That is, when a vehicle scheduled to pass through the toll gate 30 is present in front of the gate, the longitudinal acceleration is calculated from the distance from the vehicle to be controlled to the vehicle scheduled to pass. At this time, based on the road surface conditions included in the surrounding information acquired from the controlled vehicle via the vehicle communication unit 101, the longitudinal acceleration is calculated more strictly depending on whether the road surface is wet or dry. is desirable.

Based on the longitudinal acceleration calculated in step S33, the gate determination unit 104 determines the possibility of sudden braking with priority 2, and determines the possibility of collision with the toll gate 30 or the vehicle scheduled to pass through the gate, or Toll gates 30 that may require sudden braking are deleted from candidates for the optimum passage gate (step S34).

Note that, as an example, a sudden brake is defined as a case where the longitudinal acceleration is -0.25 G or less, but the present invention is not limited to this.

For the optimum passage gate candidates not deleted in steps S32 and S34, the lateral acceleration or yaw angular velocity at the time of lane change is calculated based on the vehicle speed of the controlled vehicle and the distance to each optimum passage gate candidate ( step S35).

Based on the lateral acceleration or the yaw angular velocity calculated in step S35, the gate determination unit 104 determines the possibility of a sudden turn with priority 3, and the toll gate 30 that may require a sudden turn when changing lanes is optimally passed through. It is deleted from the gate candidates (step S36).

Note that, as an example, a sharp steering wheel is a case where the left-right angular velocity is ±0.25 G or the yaw angular velocity is 8.5 deg/sec, but the present invention is not limited to this.

Here, methods for calculating the longitudinal acceleration, the lateral acceleration, and the yaw angular velocity are publicly known. It is disclosed in pdf "Utilization of ETC2.0 probe information in traffic accident analysis".

The gate determination unit 104 acquires gate type information with a priority of 4 from the database of the passing vehicle information unit 108 for the optimum passage gate candidates that have not been deleted in steps S32, S34, and S36 (step S37).

Then, based on the ETC installation/non-installation information obtained from the vehicle to be controlled via the vehicle communication unit 101 and the gate type information obtained in step S37, candidates for the optimum passage gate are selected (step S38). If the vehicle to be controlled is equipped with ETC, an ETC compatible gate is selected as a candidate for the optimum passage gate, and if it is not equipped with ETC, a general gate is selected.

Among the candidates for the optimum passage gates that have not been deleted in steps S32, S34, S36 and S38, the gate determination unit 104 determines the efficiency (destination) of priority 5 and the One optimum passage gate is determined from the viewpoint of comfort (number of lane changes, degree of congestion) (step S39).

FIG. 6 is a diagram showing an example of definitions of reference values and weights of gate determination conditions in terms of efficiency and comfort. In FIG. 6, gate determination conditions include (1) "route after passing the gate" from the viewpoint of efficiency, and (2) "number of lane changes" and (3) "congestion level" from the viewpoint of comfort. ”.

As a reference value, for (1) "route after passing the gate", the ranking is set in order of the gate block closest to the direction of travel, and for (2) "number of lane changes", the lane to each gate The order is set in order of the number of changes, and for (3) "degree of congestion", the order is set in order of the number of vehicles scheduled to pass. The weighting values are 5, 3, and 1 in descending order of priority. However, if the destination information cannot be obtained in step S2 shown in FIG. 3, the reference value for the course after passing through the gate of efficiency is set to 0 and is not used as the criterion for determining the gate.

Next, the process of determining the optimum passage gate based on the definition shown in FIG. 6 in the gate determination unit 104 (FIG. 2) will be described with reference to the flowchart shown in FIG. The flowchart shown in FIG. 7 corresponds to the detailed flow of step S39 in FIG.

When the process of determining the optimum passage gate is started, the gate determination unit 104 first determines whether the vehicle information of the controlled vehicle acquired in step S2 (FIG. 3) includes destination information (including route information after passing through the gate). is confirmed (step S391).

If destination information is included in the vehicle information (Yes), the toll gates 30 closest to the traveling direction are ranked first (step S392). At this time, the reference values are ranked for each block obtained by dividing the number of gates by the number of traveling directions. For example, as shown in FIG. 1, when the route after passing through the toll gate 30 is in the direction of A and B, the six toll gates 30 indicated by the gate names G1 to G6 have three locations each. , is divided into two blocks. Specifically, it is divided into gates with gate names G1 to G3 and gates with gate names G4 to G6.

On the other hand, if the destination information is not included in the vehicle information (No), the reference value is set to 0 (step S393) and is not used as a criterion for gate determination.

Next, with reference to the vehicle to be controlled, the reference values are ranked from the tollgate gates 30 with the fewest lane changes (step S394).

Next, the gate determining unit 104 ranks the reference values in descending order of vacant gates based on the information on vehicles scheduled to pass acquired from the database of the passing vehicle information unit 108 (step S395).

Then, the gate determination unit 104 calculates a weighted addition value (first addition value) weighted according to the definition of FIG. value) is calculated, and the gate with the smallest total added value is set as the optimum passing gate (step S396).

Next, it is checked whether or not there is one optimum passage gate determined in step S396 (step S397).

If it is confirmed at step S397 that there is one optimum passage gate (Yes), the gate with the smallest total added value calculated at step S396 is set as the optimum passage gate (step S398).

On the other hand, if it is confirmed in step S397 that there are a plurality of optimum passage gates (if No), weighted addition is performed for each gate determination condition in order of priority, and a weighted addition value (first 3) is calculated, and the gate with the smallest calculated addition value is set as the optimum passing gate (step S399).

FIG. 8 shows an example of the database stored in the passing vehicle information unit 108, and is represented as a list. As shown in FIG. 8, the gate information including the gate name G1 to G6 of each toll gate 30 and the gate type (closed/operating, ETC/general) is recorded in the first row.

Information on vehicles scheduled to pass through each gate can be recorded for three vehicles. Vehicle identification information (vehicles A to F) is recorded in the left column, and flag information indicating whether the vehicle is automatically driven or manually driven is recorded in the right column. For the identification information, for example, information on the position coordinates at the time of entering the tollgate area is recorded.

For the flag information, for example, 0 is registered in the case of an automatically driven vehicle, and 1 is registered in the case of a manually driven vehicle. When the optimum passage gate for the vehicle to be controlled is determined, the vehicle information of the vehicle to be controlled is recorded on a first-in, first-out basis according to the data structure of the queue. , the oldest vehicle information corresponding to the toll gate 30 is deleted.

For example, in FIG. 8, when vehicle A passes through toll gate 30 with gate name G5, the vehicle information (identification information and flag information) of vehicle A is deleted from the column of gate name G5 in the database. As a result, the vehicle information of vehicle B becomes the oldest vehicle information.

Next, an actual example of selecting candidates for the optimum passage gate in the passage gate determination system 100 of the embodiment described above will be described with reference to the table shown in FIG.

As shown in FIG. 1, it is assumed that the vehicle detection device 20 detects and the passage gate determination device 10 recognizes that the vehicle G has entered the tollgate area. Vehicles B to F have entered the tollgate area, vehicle A has passed through the tollgate gate 30 with the gate name G5, and vehicle H has not yet entered the tollgate area.

As shown in FIG. 9, the vehicle G is an automatically driven vehicle, and is traveling in the overtaking lane at a vehicle speed of 60 km/h when entering the tollgate area. The road surface is dry and ETC is installed. According to the destination information, after passing the gate, proceed toward A. The gate information at this point is the same as in FIG. 8. The toll gate 30 with gate name G1 is closed, the toll gates 30 with gate names G2 to G5 are ETC gates, and the toll gate 30 with gate name G6 is closed. is a general gate.

According to the flowchart of FIG. 5, first, in step S32, the closed toll gate 30 with the gate name G1 is deleted from the candidates for the optimum passage gate.

Next, since the vehicle G is traveling behind the vehicle E, which is scheduled to pass through the toll gate 30 with the gate name G4, it is necessary to step on the brakes suddenly to avoid a collision with the vehicle E or a collision. Then, in step S34, the toll gate 30 with the gate name G4 is deleted from the candidates for the optimum passage gate.

Assuming that there is no toll gate 30 that requires a sharp turn for the vehicle G, there is no toll gate 30 that is deleted from the candidates for the optimum passage gate in step S36.

Also, since the vehicle G is equipped with ETC, the tollgate gate 30 with the gate name G6, which is a general gate, is deleted from the candidates for the optimum passage gate in step 38. FIG. At this point, candidates for the optimum passage gate are three toll gates 30 with gate names G2, G3 and G5.

Next, an example of determining the optimum passage gate by comprehensive evaluation according to the flow chart of FIG. 7 will be described.

First, an evaluation is made from the viewpoint of efficiency. According to the destination information, the vehicle G proceeds in the direction A after passing through the gate. In the case of FIG. 1, since the course after passing through the toll gate 30 is in two directions, A direction and B direction, the toll gates 30 with gate names G1 to G3 are block A, and the toll gates with gate names G4 to G6. Assume that the gate 30 is the B block.

Since the vehicle G, which is the vehicle to be controlled, travels in the A direction after passing through the gate, the gate blocks closer to the traveling direction are the A block and the B block in that order. Therefore, the efficiency reference values for the remaining optimal passage gate candidates at the time of step S38 are G2=1, G3=1, and G5=2.

Next, from the viewpoint of comfort, we evaluated the number of lane changes. As shown in FIG. 1, a vehicle G is traveling in the right lane, which is an overtaking lane, and changes lanes twice up to the toll gate 30 with the gate name G2, and once up to the toll gate 30 with the gate name G3. , the lane change up to the tollgate gate 30 with the gate name G5 is one lane change, so the gates with few lane changes are in the order of gate names G3, G5, and G2. Therefore, the reference values for the number of lane changes among the remaining optimum passing gate candidates at the time of step S38 are G2=2, G3=1, and G5=1.

Next, from the viewpoint of comfort, we will evaluate the degree of congestion. As shown in FIG. 1, two vehicles C and F are expected to pass through the toll gate 30 with the gate name G2, and one vehicle D is expected to pass through the toll gate 30 with the gate name G3. Since the number of vehicles scheduled to pass through the tollgate gate 30 of name G5 is 0, the vacant gates are in the order of gate names G5, G3, and G2. Therefore, the reference values of the degree of congestion for the remaining candidates for the optimum passing gate at the time of step S38 are G2=3, G3=2, and G5=1.

As described above, the weighted addition value (first added value) is calculated by performing the weighted addition shown in FIG. , G2=15, G3=13, and G5=13.

The gate with the smallest total added value is the optimum passage gate, but in the case of vehicle G, the toll gates 30 with gate names G3 and G5 have the same value. In this case, in step S399, the viewpoints in FIG. 6 are weighted in descending order of priority to calculate the added value (third added value) and determine the optimum passing gate.

First, from the viewpoint of efficiency, the reference values for (1) "route after passing the gate" are G3=1 and G5=2, so by weighting each with 5, the added value of G3 is 6, Since the added value of G5 is 7, the optimum passage gate for the vehicle G is determined to be the toll gate 30 with the gate name G3. If the added value from the viewpoint of efficiency is the same, the standard value of (2) "number of lane changes" from the viewpoint of comfort, and the standard value of (3) "degree of congestion" are weighted based on priority in that order. and determine the added value.

The results of the comprehensive evaluation described above are shown in the table of FIG. In FIG. 10, gate information including the gate names G1 to G6 of each toll gate 30 and the gate type (closed/operating, ETC/general) is recorded in the first line, and each point of view is recorded in the second and subsequent lines. , the reference value and the weighted addition value for each gate are shown.

In addition, as shown in FIG. 8, since the information of vehicle D is already recorded in the toll gate 30 with the gate name G3, the passing vehicle information section 108 records the information of vehicle G second. . Assuming that all V2X-equipped vehicles traveling in the tollgate area, including the vehicle G, are automatically driving vehicles, the passage gate determination device 10 causes the travel control information generation unit 109 to determine the tollgate area up to the vehicle G. A travel route for the vehicle to travel is generated, and the generated travel route and passing gate information are transmitted to the vehicle G via the vehicle communication unit 101 . If at least one of the V2X-equipped vehicles traveling in the tollgate area is a manually operated vehicle, or if vehicle G is a manually operated vehicle, the optimal passage is performed as described using step S8 (FIG. 3). Information is generated and transmitted to the vehicle G indicating that the gate, travel route and vehicle speed have not been generated.

In this way, all V2X-equipped vehicles traveling in the toll gate area can determine the comprehensively appropriate toll gate 30 based on the same judgment criteria, thereby preventing collisions due to unnecessary lane changes. , it can be expected to improve fuel efficiency and reduce driver stress by alleviating traffic congestion.

It should be noted that the embodiments of the present invention can be appropriately modified or omitted within the scope of the disclosure.

10 passing gate determination device, 20 vehicle detection device, 30 toll gate, 101 vehicle communication unit, 103 gate communication unit, 104 gate determination unit, 109 travel control information generation unit.

Claims (6)

A passage gate determining device provided in a toll gate area having a plurality of toll gates and determining an optimum passage gate through which a vehicle to be controlled that has entered the toll gate passes through,
The passing gate determination device,
a vehicle communication unit that communicates with vehicles traveling in the toll gate area;
a gate communication unit that communicates with the plurality of toll gates;
a gate determination unit;
The gate determination unit
vehicle information and peripheral information acquired from the controlled vehicle via the vehicle communication unit;
Based on the operation status of the toll gate and information on vehicles scheduled to pass through the toll gate, obtained from the plurality of toll gates via the gate communication unit,
setting a plurality of conditions necessary for determining the optimum passage gate, giving priority to the plurality of conditions,
selecting the candidate for the optimum passage gate by using the conditions in descending order of priority, and determining the toll gate that satisfies the plurality of conditions as the optimum passage gate;
The information on vehicles scheduled to pass is managed in a first-in, first-out data structure in the passing gate determination device, and when information is received that a vehicle passing through the gate is detected at the toll gate, it is recorded corresponding to the toll gate. The oldest vehicle information is deleted ,
The vehicle information is information including destination information including route information after passing through the gate, presence or absence of ETC installation, and driving status whether automatic driving or manual driving . The gate determination unit
The plurality of conditions are divided into a single evaluation target that is evaluated alone and a comprehensive evaluation target that is evaluated by combining a plurality of conditions,
A reference value is set for each of the conditions to be comprehensively evaluated, and a weight based on the priority is set,
After selecting the candidate for the optimum passing gate based on the conditions to be independently evaluated, the weight is added to the reference value based on each of the conditions to be comprehensively evaluated to calculate a first addition value, 2. The passage gate determination device according to claim 1, wherein said toll gate having the smallest second addition value obtained by summing said first addition values is determined as said optimum passage gate. The condition for the single evaluation target is
a condition of whether the toll gate is closed or in operation;
a condition that the toll gate is an ETC gate or a general gate;
The condition that a sudden brake is required,
Including the condition that a sudden steering wheel is required,
The condition for the comprehensive evaluation is
Conditions of the course after passing the gate,
conditions for the number of lane changes; and
3. The passing gate determination device according to claim 2, including a congestion degree condition. The passing gate determination device,
A travel control information generation unit that generates travel control information for the vehicle to be controlled;
The traveling control information generating unit is
generating travel route information and vehicle speed information between the tollgate area start point of the tollgate area and the optimum passage gate determined by the gate determination unit, and transmitting the vehicle speed information as the travel control information through the vehicle communication unit; 2. The passing gate determination device according to claim 1, which transmits to a vehicle to be controlled. A passage gate determination device according to claim 1;
and the plurality of toll gates,
A passage gate determination system that guides the vehicle to be controlled to the optimum passage gate determined by the passage gate determination device. A passage gate determination method for determining an optimum passage gate through which a vehicle to be controlled that has entered the toll gate passes through, in a toll gate area having a plurality of toll gates, comprising:
obtaining vehicle information and peripheral information from the controlled vehicle;
acquiring from the plurality of toll gates the operation status of the toll gates and information on vehicles scheduled to pass through the toll gates;
setting a plurality of conditions necessary for determining the optimum passage gate, assigning priorities to the plurality of conditions, selecting candidates for the optimum passage gate using the conditions in descending order of priority; determining the tollgate that satisfies a condition as the optimum passage gate;
The vehicle information scheduled to pass is managed in a first-in, first-out data structure, and when a vehicle passing through the toll gate is detected, the oldest vehicle information recorded corresponding to the toll gate is deleted. ,
The vehicle information includes destination information including route information after passing through the gate, presence or absence of ETC installation, and information including driving status whether automatic driving or manual driving .

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