JP2016218662A - Pedestrian terminal device, pedestrian-to-vehicle communication system, and pedestrian terminal transmission method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress line congestion in pedestrian-to-vehicle communication when pedestrians grow to a mass, and to save the power consumption of a pedestrian terminal device.SOLUTION: A pedestrian terminal device 2 is provided with a communication unit 22 for performing transmission/reception of pedestrian-to-vehicle communication, a walk state determination unit 24 for discriminating between a moving state and a static state, an other terminal state determination unit 26 for determining the physical relationship with or movement direction of other pedestrian terminal devices, and a transmission determination unit 27 for determining to transmit or not transmit by the communication unit. When it is determined that the own device is in a moving state and an other pedestrian terminal device is located at less than a first distance from the own device and is moving in the same direction as the own device, it is possible to suppress line congestion in pedestrian-to-vehicle communication and save the power consumption of a pedestrian terminal device determined not to transmit when pedestrians determining to transmit or not transmit pedestrian-to-vehicle communication grow to a mass on the basis of the result of comparison of identification information included in a wireless signal received from other pedestrian terminal devices with the identification information of the own device.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a pedestrian terminal device, a pedestrian communication system, and a pedestrian terminal transmission method carried by a pedestrian to carry out inter-pedal communication with an in-vehicle terminal device mounted on a vehicle.

  According to the traffic safety white paper, the absolute value of the number of traffic accidents in recent years has been on a decreasing trend, but it is pointed out that the percentage of walking is the highest in the breakdown. In order to improve safety for such pedestrians, research and development have been conducted on using an inter-pedal communication system of ITS (Intelligent Transport System), which is a safe driving support radio system.

  An inter-pedestrian communication device (pedestrian terminal device, in-vehicle terminal device) used in an inter-pedal communication system is information (current position, traveling direction, moving speed, etc.) of a moving body (pedestrian, vehicle) possessing the inter-pedal communication device. ) And send its own information by broadcast. As a result, the inter-pedal communication device can provide safe driving support for the possibility of traffic jams and collision accidents based on the above information received from other inter-pedal communication devices and the above-described information on itself.

  For example, it is considered that a roadside machine by ITS is provided at an intersection and communication between pedestrian terminals and in-vehicle terminal apparatuses is performed via the roadside machine. In that case, at the intersection where a plurality of roads intersect, it is conceivable that the lines are congested due to the gathering of vehicles. On the other hand, the transmission timings of the plurality of roadside devices are shifted from each other. (See Patent Document 1).

JP-A-2005-202913

  However, when the same channel is shared by a plurality of pedestrian terminal devices using the access control function based on the wireless communication standard (IEEE802.11) as in Patent Document 1, there is a situation in which wireless signals do not reach each other. There is a problem that can occur. In ITS, when the broadcast inter-pedestrian communication is performed on one channel using the 700 MHz frequency allocated for inter-pedal communication, in a place where pedestrians such as busy streets and intersections tend to gather, There is a high risk of communication difficulties and communication delays due to the influence of congestion.

  In such a crowded scene, for example, it is conceivable that the position information of the pedestrian is transmitted by a representative pedestrian terminal device and the transmission of other pedestrian terminal devices is stopped. In that case, line congestion can be suppressed, and power saving of the pedestrian terminal device in a stopped state can be improved. However, unlike pedestrians traveling in a straight line on a lane, each pedestrian acts independently and separates and scatters, so it is easy to determine a representative pedestrian terminal device to be sent. There is a problem that can not be.

  The present invention has been devised to solve such problems of the prior art, and its main purpose is to suppress line congestion in inter-pedestrian communication when pedestrians become a group. Another object of the present invention is to provide a pedestrian terminal device, an inter-pedestrian communication system, and a transmission method for the pedestrian terminal device that are configured to improve power saving of the pedestrian terminal device.

  An in-vehicle terminal device according to the present invention is a pedestrian terminal device that is carried by a pedestrian in order to transmit / receive mutual positional information to / from in-vehicle communication with an in-vehicle terminal device mounted on a vehicle. A position information acquisition unit that acquires position information, a walking state determination unit that determines whether it is in a moving state or a stationary state, and a communication unit that transmits and receives radio signals between the in-vehicle terminal device or other pedestrian terminal devices And an other terminal state determination unit that determines a moving direction of the other pedestrian terminal device and a distance from itself, and a transmission determination unit that determines transmission or non-transmission of the wireless signal by the communication unit. The transmission determining unit is determined by the walking state determining unit to be in a moving state, and the other terminal state determining unit is positioned such that the other pedestrian terminal device is less than a first distance from itself. Move in the same direction as self When it is determined that that, based on a result of comparison between the identification information of the self-contained in a radio signal received from the other pedestrian terminal device, and configured to determine the transmission or non-transmission.

  ADVANTAGE OF THE INVENTION According to this invention, the line congestion in the communication between pedestrians when a pedestrian becomes a group can be suppressed, and the power saving of a pedestrian terminal device can be improved.

Schematic diagram showing an example of an inter-vehicle communication system according to the present invention. (A) is a schematic block diagram of a pedestrian terminal device, (B) is a schematic block diagram of a vehicle-mounted terminal device. The figure which shows the positional relationship of a pedestrian and a vehicle Diagram explaining communication relationship between pedestrians First flow diagram of control in transmission determination unit of pedestrian terminal device Second flow diagram of control in transmission determination unit of pedestrian terminal device The figure which shows an example of the communication data contained in pedestrian information Diagram showing the positional relationship between pedestrians Third flow diagram of control in transmission determination unit of pedestrian terminal device

  1st invention made | formed in order to solve the said subject is a pedestrian terminal device which a pedestrian carries in order to transmit / receive each other's positional information by vehicle-to-vehicle communication between the vehicle-mounted terminal devices mounted in the vehicle. Between the position information acquisition unit that acquires its own pedestrian position information, the walking state determination unit that determines whether it is in a moving state or a stationary state, and the in-vehicle terminal device or other pedestrian terminal device A communication unit that transmits / receives a radio signal, an other terminal state determination unit that determines a moving direction of the other pedestrian terminal device and a distance from itself, and a transmission that determines transmission or non-transmission of the radio signal by the communication unit A determination unit, wherein the transmission determination unit is determined by the walking state determination unit to be in a moving state, and the other terminal state determination unit determines that the other pedestrian terminal device is from itself Located below the first distance, When it is determined that the robot is moving in the same direction as that of the self, the transmission or non-transmission is performed based on the result of comparing the identification information included in the radio signal received from the other pedestrian terminal device with the identification information of the self. The transmission is determined.

  According to this, it is possible to suppress line congestion in pedestrian-to-vehicle communication when pedestrians become a group, and to improve power saving of the pedestrian terminal device.

  Further, in a second aspect based on the first aspect, the transmission determining unit is the other pedestrian terminal device determined by the other terminal state determination unit to be located below the first distance. The transmission is determined when it is determined that the moving direction of the pedestrian terminal device is out of a predetermined angle range.

  According to this, even when the other pedestrian terminal device is located within the first distance, if it shows a movement out of the predetermined angle range with respect to its own moving direction, the self or other pedestrian terminal For example, it is assumed that the device goes from the sidewalk to the roadside (for example, crosses a pedestrian crossing). In that case, by ensuring transmission, it is possible to ensure safety when moving in the direction of going to the roadway. Can do.

  Further, in a third aspect based on the first aspect, the transmission determination unit is determined by the walking state determination unit to be in a stationary state, and the other terminal state determination unit The transmission is determined when it is determined that another pedestrian terminal device is away from itself by a second distance greater than the first distance.

  According to this, since it is considered that safety is higher than when moving, the distance to other pedestrian terminal devices that are determined to perform transmission can be made larger than when moving. Thereby, the case where it will be in a non-transmission state increases, and a power saving can be improved.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, when it is determined that the other pedestrian terminal device is located less than the second distance, the radio received from the other pedestrian terminal device The transmission or non-transmission is determined based on the result of comparing the identification information included in the signal with the identification information of the self.

  According to this, when another pedestrian terminal device is located below the second distance, transmission or non-transmission is determined based on the comparison result of the identification information with the other pedestrian terminal device. The number of cases increases and power saving can be improved.

  In the fifth invention, the transmission determination unit is determined by the walking state determination unit to be in a stationary state, and the other terminal state determination unit determines that the other pedestrian terminal device is the first one. The non-transmission is determined when it is determined that the camera is stationary at less than a second distance that is greater than one distance.

  According to this, when the self is stationary and other nearby pedestrian terminal devices are also stationary, it can be considered that they are acting in a group. By performing transmission as a representative, it is possible to improve the power saving of the non-transmission pedestrian terminal device.

  In a sixth aspect based on the third or fourth aspect, the other terminal state determining unit determines that the other pedestrian terminal device is in a moving state below the second distance, and The non-transmission is determined when it is determined that the other pedestrian terminal device is less than the third distance smaller than the first distance in the distance from itself.

  According to this, when another pedestrian terminal device that is transmitting within the third distance that is close to its surroundings moves, it is in a moving state in the surroundings. By maintaining the non-transmission state, the power saving of the pedestrian terminal device can be improved.

  Further, according to a seventh aspect based on the sixth aspect, the transmission determination unit determines that the other pedestrian terminal device has moved away from itself by the movement by the third distance or more by the other terminal state determination unit. In such a case, the transmission is determined.

  According to this, since the other pedestrian terminal devices that are transmitting go away, the transmission from the pedestrian terminal device in the stationary state is performed by setting the pedestrian terminal device in the stationary state to the transmission state. Can be.

  An eighth invention is an inter-pedestrian communication system configured using the pedestrian terminal device according to any one of the first to seventh aspects and the other pedestrian terminal device that performs inter-pedal communication.

  A ninth invention is a transmission method for a pedestrian terminal device carried by a pedestrian in order to transmit / receive mutual positional information to / from a vehicle-mounted terminal device mounted on a vehicle by inter-vehicle communication. Pedestrian position information is obtained, whether the self is in a moving state or a stationary state, and when it is determined that the self is in a moving state, the moving direction of the other pedestrian terminal device and the distance from the self are determined. A wireless signal received from the other pedestrian terminal device when it is determined that the other pedestrian terminal device is located below the first distance from the self and is moving in the same direction as the self. A pedestrian terminal transmission method that determines transmission or non-transmission of inter-pedestrian communication based on a result of comparison between identification information included and own identification information.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic diagram showing an example of an inter-pedal communication system according to the present invention. As shown in the figure, a pedestrian 1 possesses a portable pedestrian terminal device 2, and a vehicle 3 is equipped with an in-vehicle terminal device 4. The pedestrian terminal device 2 is integrally connected to the portable information terminal 5 such as a smartphone or a mobile phone, but may be built in the portable information terminal 5 in advance. The in-vehicle terminal device 4 is integrally connected to the car navigation 6, but may be built in the car navigation 6 in advance. The pedestrian terminal device 2 and the in-vehicle terminal device 4 may receive signals from a plurality of satellites 7 constituting GPS (Global Positioning Network) and QZSS (Quasi-Zenith Satellite System), and generate their own position information. Each can have a known satellite positioning structure.

  FIG. 2A is a schematic block diagram of the pedestrian terminal device 2. The pedestrian terminal device 2 receives a signal from the satellite 7 and wirelessly transmits a position information acquisition unit 21 that acquires its own position information and pedestrian information including its own position information (pedestrian terminal position information). A mobile terminal processing unit for processing information between the communication unit 22 as a pedestrian terminal communication unit for transmitting a signal and receiving a radio signal transmitted from the in-vehicle terminal device 4 and the mobile information terminal 5 23, a walking state determination unit 24 that determines the respective positions and movement directions of itself and other pedestrian terminal devices 2, a control unit 25 that performs overall control by program processing using, for example, a CPU, and other walking Another terminal state determination unit 26 that determines the movement state of the other pedestrian terminal device 2 based on other pedestrian position information from the pedestrian terminal device 2, and a transmission determination unit that determines whether transmission by the communication unit 22 is possible 7, is constituted by a data storage unit 28 to be a pedestrian information from other pedestrian terminal device 2 and stored a predetermined amount. The communication unit 22 is connected to an antenna 22a for transmitting / receiving communication between steps.

  The control unit 25 acquires information on the vehicle 3 (in-vehicle terminal device 4) and other pedestrians 1 (other pedestrian terminal devices 2) in an inter-pedal communication area 42 (see FIG. 3) described later. The other terminal information acquisition unit 25a and the map information acquisition unit 25b that acquires map information are each configured by a program.

  FIG. 2B is a schematic block diagram of the in-vehicle terminal device 4. The in-vehicle terminal device 4 receives a signal from the satellite 7, receives a position information acquisition unit 31 that acquires its own position information, and broadcasts predetermined vehicle information including its own position information (in-vehicle terminal position information) as a radio signal. And a car navigation processing unit 33 that processes information between the car navigation 6 and a communication unit 32 as an in-vehicle terminal communication unit for receiving a radio signal transmitted from the pedestrian terminal device 2. The position of the pedestrian 1 is displayed on the map displayed on the screen 6a of the car navigation 6 based on the control unit 36 that performs overall control by program processing using, for example, a CPU, and the pedestrian terminal position information, And a notification unit 37 for notifying the driver of the position of the pedestrian 1. An antenna 32a for transmitting and receiving is connected to the communication unit 32. The control unit 36 includes another terminal information acquisition unit 36a that acquires information on the pedestrian 1 (pedestrian terminal device 2) and other vehicles (other in-vehicle terminal devices 4) in the inter-pedal communication area 41. And the map information acquisition part 36b which acquires map information is comprised by the program, respectively.

  As a frequency used for a radio signal transmitted from each of the antennas 22a and 32a, a 700 MHz band assigned as one of frequencies for an ITS (Intelligent Transport System) that is a safe driving support radio system is used. By using this frequency band, the amount of diffracted radio waves is large compared to the 5.8 GHz band, which is another frequency used as ITS, and the radio waves wrap around behind obstacles (buildings, large vehicles, etc.). Therefore, even when the pedestrian terminal device 2 and the in-vehicle terminal device 4 are in a positional relationship where they cannot see each other, reliable information transmission is possible. Note that the 700 MHz band described above is in Japan, and when used in North America, it will be changed as appropriate according to the situation in each country, such as using 7 channels in the 5.9 GHz band.

  FIG. 3 is a diagram illustrating a positional relationship between the pedestrian 1 and the vehicle 3 in a state where the pedestrian 1 is located on the side of the roadway 8 and the vehicle 3 heading for the pedestrian 1 is traveling on the roadway 8. In FIG. 3, there are an inter-pedestrian communication area 41 that is an arrival range of radio waves transmitted from the in-vehicle terminal device 4 and an inter-pedestrian communication area 42 that is an arrival range of electric waves transmitted from the pedestrian terminal apparatus 2. It is shown. The radii Rc and Rw of the inter-pedestrian communication areas 41 and 42 depend on the magnitude of the output emitted from the respective communication units 22 and 32, but may be about 100 m, for example, in a place with good visibility.

  FIG. 4 is a diagram illustrating a communication relationship between the pedestrian 1 and other pedestrians 1a to 1d. In the figure, with the pedestrian terminal device 2 of the pedestrian 1 as the center, a boundary area 43 having a radius of the first distance L (m) and a second distance R (m) larger than the first distance L as a radius. The PAN (Personal Area Network) communication area 44 is shown. For example, the first distance L may be 12 m and the second distance R may be 15 m. In FIG. 4, other pedestrians 1 a and 1 b are located in the boundary area 43 with respect to the pedestrian 1, and other pedestrians 1 c are located between the boundary area 43 and the communication area 44 (L to R). However, another pedestrian 1 d is located outside the communication area 44.

  As will be described later, the first distance L and the second distance R are the size of the distance between the pedestrian 1 and another pedestrian when the pedestrian 1 is moving and stationary (and thus the pedestrian of the pedestrian 1). This is used as a threshold value for determining whether or not information transmission is necessary. Since it is considered that the safety of the pedestrian 1 is higher than when the pedestrian 1 is moving, the threshold value (second distance R) when the pedestrian is stationary can be larger than the threshold value (first distance L) when moving. .

  FIG. 5 is a first flow diagram of control in the transmission determining unit 27 of the pedestrian terminal device 2 of the pedestrian 1, and FIG. 6 is a second flow diagram following the flow of FIG.

  First, in step ST1 of FIG. 5, the position information acquisition unit 21 acquires its own pedestrian position information. In the next step ST2, the self movement distance M (m) is calculated. The movement distance M can be calculated from a change in position coordinates for a predetermined time by satellite positioning. In the next step ST3, it is determined whether or not the moving distance M is greater than or equal to the determination distance Z (m). Here, for example, if the predetermined time is 3 seconds, the determination distance Z may be 3 m. If the predetermined distance is 3 m or more in 3 seconds, the moving state is determined and the process proceeds to step ST11 (FIG. 6). If the amount of movement for 3 seconds is less than 3 m, it is determined that the camera is stationary and the process proceeds to step ST31 (FIG. 9).

  Next, the case where it progresses to step ST11, ie, the case of a movement state, is demonstrated. In step ST11 of FIG. 6, other pedestrian position information included in pedestrian information from all other pedestrian terminal devices 2 received by the communication unit 22 is acquired. The other pedestrian position information is position coordinate data obtained by satellite positioning in the same manner as the above-described own pedestrian position information, and is stored in the data storage unit 28 and read out to the control unit 25 as necessary.

  FIG. 7 is a diagram illustrating an example of communication data included in pedestrian information. The pedestrian information includes various communication data related to pedestrians standardized by ITS. As communication data used in the present invention, for example, as shown in FIG. 7, the identification of the pedestrian terminal device 2 is performed. There are a terminal ID serving as a code, a transmission / reception time, and coordinates (latitude, inclination) serving as a position of the pedestrian terminal device 2. Each is expressed in hexadecimal, but other notations may be used. Also, the type of data is not limited to the illustrated example, and necessary items are selected according to each scene in the ITS processing.

  Returning to FIG. 6, in the next step ST <b> 12, up to each other pedestrian terminal device 2 from its own position based on its own pedestrian position information (step ST <b> 1) and other pedestrian position information (step ST <b> 11). The distance D (m) is calculated. In the example of FIG. 4, distances to the other pedestrians 1a to 1d are indicated by D1 to D4, respectively. When there is no other pedestrian, an arbitrary value larger than the first distance L is substituted for the distance D.

  In the next step ST13, it is determined whether or not all the distances D are equal to or greater than the first distance L of the boundary sphere 43. If all the distances D are greater than or equal to the first distance L, the process proceeds to step ST14, and if any part is less than the first distance L (within the boundary zone 43), the process proceeds to step ST15. When the process proceeds to step ST14 (for example, when only the pedestrian 1d exists in addition to the pedestrian 1 in FIG. 4), in step ST14, the communication unit 22 includes the own pedestrian position information. A radio signal is transmitted by broadcast, and is executed from step ST1 in the next routine.

  FIG. 8 is a diagram illustrating an example in which a plurality of pedestrians perform transmission. In FIG. 8, another pedestrian 1y is located outside the boundary zone 43 of the pedestrian 1x (≧ Lx = L), and therefore the pedestrian 1x outside the boundary zone 43 of the pedestrian 1y (≧ Ly = L). Is located. Further, another pedestrian 1z is located outside the boundary area 43 of the pedestrian 1y (≧ Ly = L). Therefore, the pedestrian 1y is outside the boundary area 43 of the pedestrian 1z (≧ Lz = L). positioned.

  In such a case, in each pedestrian terminal device 2 of each pedestrian 1x, 1y, 1z, it will progress to step ST14 from the above-mentioned step ST13, and transmission from each pedestrian terminal device 2 will be performed. . In FIG. 8, pedestrians other than pedestrians 1x, 1y, and 1z are not transmitted because they are located within the respective boundary spheres 43 centered on pedestrians 1x, 1y, and 1z. It is.

  When the process proceeds to step ST15 (for example, when there is a pedestrian 1a or 1b in addition to the pedestrian 1 in FIG. 4), in step ST15, a predetermined area consisting of the radius Ra as the third distance. It is determined whether or not another pedestrian terminal device 2 is located within A (see FIG. 4). The radius Ra may be set to a predetermined value arbitrarily, but may be set as Ra = (R−L) using the above values L and R.

  In step ST15, when another pedestrian 1a is located in the predetermined area A as shown in FIG. 4, the process proceeds to step ST16.

  In step ST16, another pedestrian ID (the pedestrian terminal device 2 of the other pedestrian 1a) located in the predetermined area A is extracted. The pedestrian ID is the terminal ID of FIG. 7 described above. In the case of the vehicle 3, the vehicle ID representing the vehicle is entered in the terminal ID, and by referring to the terminal ID, it is determined whether it is the in-vehicle terminal device 4 or the pedestrian terminal device 2. The pedestrian ID is a code that enables each pedestrian terminal device 2 positioned in the inter-pedal communication area 42 to be identifiable, but is randomly determined when performing inter-pedal communication with each other.

  In the next step ST17, the self pedestrian ID is compared with other pedestrian IDs located in the predetermined area A, and it is determined whether or not the value of the self pedestrian ID is minimum. The comparison of the size of the pedestrian ID may be a comparison in hexadecimal because the pedestrian ID is written in hexadecimal. When it is determined that the own pedestrian ID is minimum, the process proceeds to step ST14, and pedestrian information is transmitted from the own pedestrian terminal device 2. Here, the determination is made based on whether or not the pedestrian ID is minimum, but it may be determined by setting some reference such as maximum.

  If it is determined in step ST15 that there are no other pedestrians in the predetermined area A, the process proceeds to step ST18. Moreover, also when the self pedestrian ID is not the minimum in step ST17, it progresses to step ST18.

  In step ST18, the own movement direction (direction) α is calculated. Similarly to the calculation of the movement distance M described above, the movement direction α can be calculated from a change in position coordinates for a predetermined time (also may be 3 seconds) by satellite positioning. In the next step ST19, similarly, the moving direction (direction) β in the other pedestrian terminal device 2 in the boundary zone 43 is calculated, and the process proceeds to step ST20.

  In step ST20, a relative movement direction angle (| α−β |) is calculated based on the movement direction α and the other movement direction β, and the movement direction angle (| α−β |) is calculated. It is determined whether or not the angle is equal to or greater than a predetermined angle θ (for example, 5 degrees). In this case, each moving direction α, β may be simply expressed as 360 degrees (for example, north is 0 degree), and the determination may be made using the absolute value (| α−β |) of the difference between the two values. When the moving direction angle (| α−β |) is equal to or larger than the predetermined angle θ range for all other pedestrians, it is determined that the own moving direction α is different from the moving direction β of the other pedestrians. Proceed to step ST14.

  The case where the angle is equal to or greater than the predetermined angle θ is a case where the vehicle moves at an angle β that is outside the range of the predetermined angle θ with respect to its own movement direction α. It is assumed that one of the two keeps walking on the sidewalk and the other crosses a pedestrian crossing, for example. For example, in FIG. 4, there is a case where the pedestrian 1b crosses a pedestrian crossing as indicated by an arrow C that is substantially perpendicular to the direction of movement of the pedestrian 1 (arrow F). In this case, it is necessary to transmit pedestrian information for safe driving support for the vehicle 3, and the pedestrian terminal devices 2 of the pedestrian 1 and the other pedestrians 1b do not transmit themselves. Even if it is in a state, transmission from the communication unit 22 is enabled (step ST14).

  On the other hand, when the moving direction angle (| α−β |) is less than the predetermined angle θ, the moving direction angle is not greatly deviated, that is, they are moving in the same direction. In the example of FIG. 4, pedestrians 1, 1c, and 1d correspond. In this case, it progresses to step ST21 and does not transmit the communication between pedestrians from the pedestrian terminal device 2 of the pedestrian 1.

  For example, in FIG. 4, when only another pedestrian 1 c exists in addition to the pedestrian 1, both can be transmitted by the process of proceeding from step ST 13 to step ST 14. After that, when the pedestrian 1 moves in the direction of the arrow F at a speed higher than that of the other pedestrians 1c, and the other pedestrians 1c enter the boundary area 43 of the pedestrian 1, from step ST13 The process proceeds to steps ST15 to ST20. And in step ST20, it is judged that the pedestrian 1 and the other pedestrian 1c are moving to the same direction mutually (No), and the pedestrian 1 will be in a non-transmission state (ST21). In this case, even if the inter-vehicle communication is not transmitted in the pedestrian terminal device 2 of the pedestrian 1, the driver of the vehicle 3 easily visually recognizes the plurality of pedestrians 1 and 1c traveling in the same direction. Can be secured.

  Thus, while ensuring safety, non-transmission of pedestrian terminal devices 2 other than the pedestrian terminal device 2 in the transmission state can suppress line congestion when pedestrians are gathered close to each other. Furthermore, the power saving of the pedestrian terminal device 2 can be improved. This is particularly effective when pedestrians gather close to each other to cross a pedestrian crossing at an intersection.

  On the other hand, in the case of another pedestrian 1a moving in the opposite direction to the pedestrian 1 or a pedestrian 1b crossing the above-mentioned pedestrian crossing in a different direction, the self is subject to transmission by the determination of the pedestrian ID. Even if not, transmission is allowed. In such a case, since there is a high possibility of being separated from each other, it is effective in ensuring the safety to start the transmission earlier.

  Further, in step ST17, it is determined that the pedestrian ID is not the minimum and transmission is not possible, and it is further determined that the pedestrian ID is moving in the same direction as the other pedestrian terminal device 2 within the predetermined area A around the self. In such a case, since the other pedestrian terminal device 2 having the smallest pedestrian ID is transmitting, the process proceeds from step ST20 to step ST21 and is not transmitted. Thereby, the same effect as in the case of non-transmission described above can be obtained.

  Then, when step ST14 or step ST21 is executed, the present flow is terminated, and the subsequent routine is repeated from step ST1.

  FIG. 9 is a third flowchart showing a control procedure when it is determined that the vehicle is in a stationary state. When the process proceeds from step ST3 in FIG. 5 to step ST31 in FIG. 9, that is, when it is determined in step ST3 that it is in a stationary state, another walk is performed within the communication area 44 (less than the second distance R (m)). It is determined whether or not the pedestrian terminal device 2 is present. If it is determined that the pedestrian terminal device 2 is not present, the process proceeds to step ST32. If it is determined that another pedestrian terminal device 2 is present in the communication area 44, the step is performed. Proceed to ST33. When the process proceeds to step ST32, since there is no other pedestrian terminal device 2 in the communication area 44, transmission is possible to alert the driver of the vehicle 3 to travel, and communication is performed. The part 22 transmits its own pedestrian information.

  When the process proceeds to step ST33, other pedestrian information (data in FIG. 7) from other pedestrian terminal devices 2 within the communication area 44 (less than the second distance R (m)) is determined in step ST33. A pedestrian ID is extracted. In the next step ST34, the self and other pedestrian IDs are compared. In this step ST34, when there are a plurality of other pedestrian IDs, the pedestrian IDs are compared, and the process proceeds to step ST35.

  In step ST35, it is determined based on the result of step ST34 whether or not its own pedestrian ID is the smallest compared to any of the other pedestrian IDs. If it is determined to be the minimum, the process proceeds to step ST32, and transmission is allowed as in the case where the process proceeds from step ST17 to step ST14.

  If it is determined in step ST35 that the self pedestrian ID is not the minimum, the process proceeds to step ST36. In step ST36, it is determined whether another pedestrian terminal device 2 that is in its own communication area 44 and is transmitting inter-pedal communication is in a moving state. If it is determined to be in the moving state, the process proceeds to step ST37. The determination of the moving state can be performed on the other pedestrian position information by the same process as in steps ST1 to ST3.

  In step ST37, the distance from the other pedestrian terminal device 2 in the moving state (referred to as the distance to the movement ID) is obtained by the same process as in step ST12, and the distance to the movement ID is the radius of the predetermined area A. It is determined whether it is less than Ra. For example, in FIG. 4, the pedestrian 1 is stationary and the other transmitting pedestrian 1a is moving as indicated by the arrow B in the figure, but within a predetermined area A (less than the radius Ra). In the case where the vehicle is in the vicinity, since it is in the vicinity of other pedestrians 1a, the process proceeds to step ST38, the transmission is not performed, and the non-transmission state can be continued.

  The case where the process proceeds to step ST32 through steps ST36 and ST37 is a case where the other pedestrian 1a goes out of the predetermined area A. In such a case, in step ST32, the pedestrian 1 in a stationary state resumes transmission of inter-vehicle communication. Thereby, before the distance with the other pedestrian terminal device 2 which is transmitting becomes large, transmission can be started quickly, and safety is ensured.

  Then, when step ST32 or step ST38 is executed, this flow is ended, and the process is repeated from step ST1 in the subsequent routine.

  Since the above-mentioned pedestrian information is transmitted from the communication unit 22 by broadcast, for example, the fact that there are a plurality of pedestrians in the predetermined area A can be transmitted and received with the in-vehicle terminal device 4 and a roadside belt device (not shown in the figure). To a fixed terminal device). Thereby, safe driving assistance can be performed. Moreover, since all the information from the vehicle-mounted terminal device 4 and a roadside belt machine is transmitted to the pedestrian terminal device 2 by inter-walk communication, the function of the pedestrian terminal device 2 is not limited. As described above, the pedestrian terminal device 2 maintains the reception state and performs transmission that consumes a large amount of power as necessary, so that power saving can be improved.

  Although the present invention has been described with reference to the preferred embodiments, the present invention is not limited to such embodiments and can be easily understood by those skilled in the art. As long as it does not deviate from the above, it can be appropriately changed. Further, all the components shown in the above embodiment are not necessarily essential, and can be appropriately selected without departing from the spirit of the present invention.

  The pedestrian terminal device, the pedestrian communication system, and the pedestrian terminal transmission method according to the present invention can suppress line congestion in the pedestrian communication when the pedestrians are a group and can save power of the pedestrian terminal device. This is useful for extending the communication system between pedestrians.

DESCRIPTION OF SYMBOLS 1 Pedestrian 2 Pedestrian terminal device 3 Vehicle 4 Car-mounted terminal device 5 Portable information terminal 21 Position information acquisition part 22 Communication part 24 Walking state determination part 25a Other terminal information acquisition part 25b Map information acquisition part 26 Other terminal state determination part 27 Transmission Decision part

Claims (9)

A pedestrian terminal device carried by a pedestrian to transmit and receive each other's position information with inter-vehicle communication with an in-vehicle terminal device mounted on a vehicle,
A position information acquisition unit for acquiring self-pedestrian position information;
A walking state determination unit that determines whether the self is moving or stationary,
A communication unit that transmits and receives radio signals to and from the in-vehicle terminal device or other pedestrian terminal devices;
The other terminal state determination unit that determines the movement direction of the other pedestrian terminal device and the distance from itself,
A transmission determination unit that determines transmission or non-transmission of the wireless signal by the communication unit,
The transmission determination unit is determined to be in a moving state by the walking state determination unit, and the other terminal state determination unit has the other pedestrian terminal device positioned less than a first distance from itself, When it is determined that the mobile device is moving in the same direction as the self, transmission or non-transmission is performed based on a result of comparing the identification information included in the wireless signal received from the other pedestrian terminal device with the identification information of the self. A pedestrian terminal device that determines transmission.   The transmission determining unit has a predetermined angle range with respect to the moving direction of the pedestrian terminal device of the other pedestrian terminal device determined by the other terminal state determination unit to be located below the first distance. The pedestrian terminal device according to claim 1, wherein transmission is determined when it is determined that the pedestrian is out of range.   The transmission determination unit is determined by the walking state determination unit to be in a stationary state, and the other terminal state determination unit determines that the other pedestrian terminal device is greater than or equal to a second distance greater than the first distance. The pedestrian terminal device according to claim 1, wherein transmission is determined when it is determined that the user is away from the self.   When it is determined that the other pedestrian terminal device is located less than the second distance, the identification information included in the wireless signal received from the other pedestrian terminal device is compared with the self identification information. 4. The pedestrian terminal device according to claim 3, wherein transmission or non-transmission is determined based on the transmission.   The transmission determination unit is determined by the walking state determination unit to be in a stationary state, and the other terminal state determination unit determines that the other pedestrian terminal device is less than a second distance greater than the first distance. The pedestrian terminal device according to claim 1, wherein non-transmission is determined when it is determined that the vehicle is stationary.   The transmission determination unit determines that the other pedestrian terminal device is in a moving state within the second distance by the other terminal state determination unit, and the other pedestrian terminal device is a distance from itself. The pedestrian terminal device according to claim 3 or 4, wherein non-transmission is determined when it is determined that the distance is less than the third distance smaller than the first distance.   The transmission determination unit determines transmission when the other terminal state determination unit determines that the other pedestrian terminal device has moved away from itself for the third distance or more due to movement. 6. The pedestrian terminal device according to 6.   An inter-pedestrian communication system configured by using the pedestrian terminal device according to any one of claims 1 to 7 and the other pedestrian terminal device that performs inter-pedal communication. A transmission method for a pedestrian terminal device carried by a pedestrian to transmit and receive mutual position information with inter-vehicle communication with an in-vehicle terminal device mounted on a vehicle,
Get your pedestrian location information,
Determine if you are moving or stationary,
When it is determined that the self is in a moving state, the moving direction of the other pedestrian terminal device and the distance from the self are determined, and the other pedestrian terminal device is located less than the first distance from the self, Based on the result of comparing the identification information included in the wireless signal received from the other pedestrian terminal device and the identification information of the self when it is determined that the vehicle is moving in the same direction as the self, the inter-vehicle communication A pedestrian terminal transmission method characterized by determining whether to transmit or not transmit.

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