Data collection systems, servers, roadside units, in-vehicle units

Abstract

This technology provides a way to efficiently collect probe data using narrow-range communication. [Solution] The data collection system includes a server, multiple roadside units, and an in-vehicle unit. The multiple roadside units include a reader 2r and a rewrite unit 2w. The server generates probe settings according to the characteristics of the road to be processed and transmits them to the rewrite unit 2w corresponding to that road. The probe settings define the operation of the in-vehicle unit for data collection, such as the data recording conditions. The rewrite unit 2w transmits a rewrite command, which is a message containing the probe settings received from the server, to the in-vehicle unit via narrow-range communication. When the in-vehicle unit receives a rewrite command from a roadside unit acting as a rewrite unit 2w, it rewrites the probe settings stored in its setting memory according to the received rewrite command, and then records data in a manner according to the new probe settings and transmits it to the reader as probe data.

Description

Technical Field

[0001] The present disclosure relates to a technique for collecting information on road conditions or traffic conditions based on short-range communication.

Background Art

[0002] Patent Document 1 discloses a configuration in which an in-vehicle system configured to be able to perform cellular communication collects data on items specified by a server and uploads the data to the server at any time. Here, cellular communication is data communication via a radio base station constituting a mobile phone network.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

[0006] While probe data can be collected using narrow-range communication, narrow-range communication-based data collection systems have limited communication opportunities between the vehicle-mounted unit and the roadside unit. Furthermore, the limited memory capacity of the vehicle-mounted unit makes it difficult to store large amounts of probe data. In addition, the recording conditions for probe data in the vehicle-mounted unit are fixed. These factors combine to create a problem where conventional narrow-range communication-based collection systems may have road sections where probe data is difficult to collect.

[0007] This disclosure was made in response to the above-mentioned problems, and one of its objectives is to provide a technology that enables efficient collection of probe data using narrow-range communication. [Means for solving the problem]

[0008] One of the data acquisition systems disclosed herein is a data acquisition system comprising: an on-board unit (1) that records target items according to probe settings including data recording conditions while the vehicle is in motion; a plurality of roadside units (2) configured to communicate with the on-board unit via narrow-range communication; and a server (3) connected to the plurality of roadside units, wherein the plurality of roadside units include a reading unit (2r) that acquires probe data, which is data of target items stored in the on-board unit, from the on-board unit, and a rewriting unit (2w) that rewrites the probe settings registered in the on-board unit, and the on-board unit has a setting storage unit (M1) in which the probe settings are registered. The system comprises a data storage unit (113) for storing probe data and a control unit (11) for storing probe data in the data storage unit according to the probe settings stored in the setting storage unit. The server creates probe settings for a target road section and distributes them to a rewriting unit corresponding to that road section. The rewriting unit rewrites the probe settings registered in the setting storage unit of the in-vehicle unit via narrow-range communication with the in-vehicle unit. The reading unit receives probe data stored in the data storage unit from the in-vehicle unit via narrow-range communication with the in-vehicle unit and transmits the received probe data to the server.

[0009] According to the data collection system described above, the server can rewrite the probe settings of the in-vehicle device using a rewriting unit. Therefore, administrators can efficiently collect probe data by rewriting the probe settings of the in-vehicle device to appropriate settings according to the status of probe data collection and the purpose of data collection, via the rewriting unit.

[0010] The server included in this disclosure is a server that includes a communication unit (31) for data communication with multiple roadside units and a processing unit (35) for processing data received by the communication unit, wherein the processing unit is configured to perform the following: determine from among the multiple roadside units to be operated as a reading unit (2r) that acquires probe data stored in the on-board unit from the on-board unit; determine from among the multiple roadside units to be operated as a rewriting unit (2w) that rewrites probe settings registered in the on-board unit; create probe settings for a target road section and transmit them to the rewriting unit corresponding to the road section; and receive probe data from the reading unit and save it in a predetermined database.

[0011] The server included in this disclosure is a server for the data collection system described above, and in cooperation with the in-vehicle unit and the roadside unit, it achieves the same effect as the data collection system.

[0012] The roadside unit included in this disclosure is a roadside unit comprising a first communication unit (21) for data communication with a server, a second communication unit (22) configured to perform narrow-area communication with an in-vehicle unit, and a roadside control unit (23), wherein the roadside control unit has two operating modes: a mode in which it operates as a reader unit that acquires probe data, which is data about items to be collected stored in the in-vehicle unit, from the in-vehicle unit, and a mode in which it operates as a rewrite unit that rewrites probe settings registered in the in-vehicle unit, and changes its operating mode according to instructions received from the server, and when operating as a reader unit, it performs the following: receiving probe data from the in-vehicle unit and transmitting the probe data received from the in-vehicle unit to the server via narrow-area communication with the in-vehicle unit using the second communication unit, and when operating as a rewrite unit, it performs the following: receiving probe settings that define the operation of the in-vehicle unit in the collection of probe data via communication with the server using the first communication unit, and rewriting probe settings registered in the in-vehicle unit via narrow-area communication with the in-vehicle unit using the second communication unit.

[0013] The roadside unit included in this disclosure is a roadside unit for the data collection system described above, and in cooperation with the on-board unit and server, it achieves the same effect as the data collection system.

[0014] An in-vehicle device included in this disclosure is an in-vehicle device including a narrow-area communication unit (13) configured to perform narrow-area communication with a roadside unit, and a control unit (11), wherein the control unit includes a setting storage unit (M1), which is a storage medium in which probe settings that define the operation in collecting probe data are registered, and a data storage unit (113), which is a storage medium for storing probe data, and is configured to collect probe data according to the probe settings stored in the setting storage unit and store it in the data storage unit, to rewrite the values ​​of the parameters constituting the probe settings registered in the setting storage unit upon receiving a predetermined rewrite command from the roadside unit via narrow-area communication, to transmit the probe data stored in the data storage unit to the roadside unit via narrow-area communication based on receiving a predetermined transmission command from the roadside unit, and to delete the transmitted probe data from the data storage unit when probe data has been transmitted to the roadside unit.

[0015] The in-vehicle device included in this disclosure is an in-vehicle device for the data acquisition system described above, and works in cooperation with the roadside device and server to achieve the same effect as the data acquisition system.

[0016] The reference numerals in parentheses in the claims indicate the correspondence with the specific means described later in the embodiments, and do not limit the technical scope of this disclosure. [Brief explanation of the drawing]

[0017] [Figure 1] This diagram shows the overall structure of the data collection system. [Figure 2] This is a diagram showing a rewriter and a reader. [Figure 3] This is a diagram showing the configuration of the in-vehicle device. [Figure 4]This is a diagram for explaining parameters that constitute recording conditions. [Figure 5] This is a diagram showing the configuration of the roadside unit. [Figure 6] This is a diagram showing an example of the configuration of a rewrite command. [Figure 7] This is a diagram showing an example of a rewrite command with values input. [Figure 8] This is a diagram showing the configuration of the server. [Figure 9] This is a diagram for explaining the collectable section and the non - collectable section resulting from memory limitations. [Figure 10] This is a flowchart showing an example of the role setting process of the roadside unit. [Figure 11] This is a diagram for explaining the operations of the entrance roadside unit and the intermediate roadside unit.

Embodiments for Carrying Out the Invention

[0018] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. The present disclosure is not limited to the following embodiments. The configurations disclosed below may be variously modified and implemented within the scope not departing from the gist. Various modifications may be appropriately combined and implemented within the range where no technical contradiction occurs. The present disclosure includes configurations that are not explicitly stated, which are combinations of multiple modifications. In the following description, members having the same function may be given the same reference numerals, and the specific description thereof may be omitted. Also, members having the same function may be given the same or similar names, and the specific description thereof may be omitted. When only a part of the configuration is mentioned, the descriptions given elsewhere may be applicable to other parts.

[0019] <Overall Image> Hereinafter, one embodiment of the data collection system of the present disclosure will be described with reference to the drawings. As shown in FIG. 1, the data collection system includes an in - vehicle device 1, a plurality of roadside units 2, and a server 3. Although only one vehicle equipped with the in - vehicle device 1 is shown in FIG. 1, the in - vehicle device 1 may be mounted on a plurality of vehicles. That is, the data collection system may include a plurality of in - vehicle devices 1.

[0020] The on-board unit 1 is a vehicle communication device configured to enable short-range communication with the roadside unit 2. The on-board unit 1 is installed and used in each of multiple vehicles. In this disclosure, short-range communication refers to communication directly between devices. Short-range communication may be communication conforming to a predetermined wireless communication standard, for example, with an effective communication range of about 30m. The method of short-range communication may be DSRC (Dedicated Short Range Communications) or WAVE (Wireless Access in Vehicular Environment) corresponding to ARIB STD-T75 or IEEE802.11p standards. In other embodiments, the short-range communication may be a communication method with an effective communication range of about 100m. The short-range communication may be cellular V2X (PC5 / SideLink), etc. IEEE (registered trademark) is an abbreviation for Institute of Electrical and Electronics Engineers, and refers to the American Institute of Electrical and Electronics Engineers. In this disclosure, communication between the roadside unit 2 and the on-board unit 1 is also referred to as vehicle-to-infrastructure communication or V2I communication. The "I" in V2I stands for Infrastructure, referring to roadside unit 2.

[0021] In the following, "own vehicle" refers to the vehicle on which a particular onboard unit 1 is installed, while "other vehicle" refers to any vehicle other than the onboard unit 1 from the perspective of the onboard unit 1. In this disclosure, the onboard unit 1 itself may also be referred to as "own device" to distinguish it from other onboard units 1, and an onboard unit 1 used in another vehicle may also be referred to as "other onboard unit." Since there is a one-to-one relationship between a vehicle and an onboard unit 1, the expression "vehicle" as the source / destination of a wireless signal can be read as "onboard unit."

[0022] As described later, the in-vehicle device 1 records probe data in memory 113 according to the probe settings registered in the device's registry 112. Probe data is data that indicates the vehicle's driving history or behavior history, and is essentially data about pre-configured collection target items. Collection target items refer to items recorded by the in-vehicle device 1 (i.e., recording items). While driving, the in-vehicle device 1 stores data of collection target items in memory each time the recording conditions defined in the probe settings are met. Probe settings are the operational settings of the in-vehicle device 1 related to data collection (in other words, probing). Probe settings include the conditions for recording data in the in-vehicle device 1 (also referred to as recording conditions).

[0023] Furthermore, the in-vehicle unit 1 is configured to transmit probe data stored in the memory 113 to the roadside unit 2, which will be described later, based on the receipt of an upload request from the roadside unit 2, which will be described later as a reader 2r.

[0024] The roadside unit 2 is a wireless communication device positioned along the road and is configured to enable short-range communication with the on-board unit 1. The roadside unit 2 may also be called an RSU (Roadside Unit). The roadside units 2 are positioned at various locations along the road. Here, "along the road" includes not only the sides of the road but also the airspace above the road surface.

[0025] Roadside units 2 are installed, for example, at the entrances and exits of expressways. Expressway entrances may be referred to as entry gates, and expressway exits as exit gates. Roadside units 2 are installed discretely not only at entrances and exits, but also along the main line and rampways of expressways. For example, they may be installed at intervals of 10-15 km on intercity expressways and at approximately 4 km intervals on intracity expressways. Here, "expressway" refers to national expressways. In contrast, roads other than national expressways are collectively referred to as general roads in this disclosure. General roads may include at least one of national expressways, prefectural roads, and municipal roads.

[0026] Roadside units can also be dispersed on certain general roads, such as national highways under direct government control. National highways under direct government control refer to general national highways that meet certain legal requirements (in other words, designated sections). Of course, roadside units 2 may be installed not only on expressways and national highways under direct government control, but also on other general roads. For example, roadside units 2 may be installed at intersections with poor visibility or in school zones. In this disclosure, roadside units installed at expressway exits and on general roads are referred to as general-purpose roadside units.

[0027] The roadside unit 2 may be equipment embedded in the road surface. The roadside unit 2 may be implemented as a multi-functional utility pole equipped with devices such as cameras, sensors, and communication equipment that detect vehicles and pedestrians around intersections. A pole-type roadside unit 2 may also be called a smart pole or an ITS (Intelligent Transport Systems) pole. Of course, the shape of the roadside unit 2 is not limited to a pole shape; it may also be box-shaped, etc. The roadside unit 2 may be attached to utility poles or traffic information signs. The roadside unit 2 may also be portable.

[0028] Each of the roadside units 2 is configured to communicate data with the server 3 via a Wide Area Network (WAN). The WAN may be a TCP (Transmission Control Protocol) / IP (Internet Protocol) network, such as the Internet. The WAN may also be of other types of communication networks. The roadside units 2 may be connected to the server 3 via a virtual / physical private network / dedicated line. In addition, some roadside units 2 may be configured to communicate with the server 3 wirelessly instead of via a wired connection. Some roadside units 2 may be able to communicate with the server 3 using cellular communication. In this disclosure, cellular communication refers to wireless communication using mobile phone lines provided by mobile communication carriers, such as LTE (Long Term Evolution) / 4G, 5G, etc.

[0029] In this embodiment, the multiple roadside units 2 include multiple readers 2r and multiple rewrite units 2w. As shown in Figure 2, the readers 2r are roadside units 2 that are responsible for acquiring probe data stored in the on-board unit 1. The readers 2r correspond to the reading units. The rewrite units 2w are roadside units 2 that are responsible for rewriting the probe settings registered in the on-board unit 1. The rewrite units 2w correspond to the rewrite units.

[0030] In the overall system, the reader 2r is responsible for receiving probe data (described later) from the in-vehicle unit 1 and transferring it to the server 3. The rewriter 2w is responsible for rewriting the probe settings of the in-vehicle unit 1 according to instructions from the server 3. Note that changing (rewriting) the probe settings may correspond to changing the values ​​of parameters that define the operation of the in-vehicle unit 1.

[0031] Because the range of localized communication is limited, the time that roadside unit 2 can communicate with on-board unit 1 is limited. By having a different roadside unit 2 perform the rewriting of probe settings than the roadside unit 2 that collects probe data, the risk of failure to rewrite probe settings due to insufficient time can be reduced. However, the roles of roadside unit 2, such as collecting probe data and rewriting probe settings, may be dynamically changed according to instructions from server 3, as explained below. In other words, roadside unit 2 may be configured to allow its role to be changed.

[0032] Server 3 receives probe data from multiple roadside devices 2, performs predetermined data processing on the received probe data, and stores it in a database. The large amount of probe data stored in the database can be used, for example, to improve road configurations (traffic safety measures and congestion countermeasures), identify passable / closed sections during large-scale disasters, and support logistics.

[0033] Furthermore, Server 3 is responsible for generating probe settings corresponding to road sections throughout the entire system and sending them to the reprogramming unit 2w corresponding to each road section. For example, Server 3 dynamically selects / creates probe settings for each road section and distributes them to the reprogramming unit 2w corresponding to each road section.

[0034] <Onboard equipment> First, the configuration of the in-vehicle unit 1 will be described. As shown in Figure 3, the in-vehicle unit 1 includes a control unit 11, a GNSS receiver 12, a narrow-area communication unit 13, a power supply circuit 14, and a connection circuit 15. GNSS is an abbreviation for Global Navigation Satellite System, which means a global positioning satellite system. GNSS may be GPS (Global Positioning System), etc. Note that the GNSS receiver 12 may be provided by the navigation device 5, and the in-vehicle unit 1 may be configured to utilize the GNSS function of the navigation device 5. Thus, the in-vehicle unit 1 itself does not need to have a GNSS receiver 12. If the in-vehicle unit 1 is configured to utilize the GNSS function of the navigation device 5, the following references to the GNSS receiver 12 may be appropriately replaced with references to the navigation device 5.

[0035] Furthermore, the on-board unit 1 is connected to the vehicle power supply 4 by a power cable 41, and the on-board unit 1 receives power from the vehicle power supply 4 via the power cable 41. The vehicle power supply 4 may be an on-board battery.

[0036] The in-vehicle unit 1 is connected to the navigation device 5 by a communication cable 51. The navigation device 5 may be any ECU (Electronic Control Unit). The in-vehicle unit 1 receives detected values ​​such as latitude and longitude, driving speed, longitudinal acceleration, lateral acceleration, and yaw rate from the navigation device 5 via the communication cable 51. The in-vehicle unit 1 may also be configured to receive power from the navigation device 5 via the communication cable 51. The communication cable 51 and the power cable 41 may be integrated.

[0037] The control unit 11 is primarily composed of a computer, such as a microcontroller. The control unit 11 includes a processor 111, a registry 112, a memory 113, and an input / output circuit 114.

[0038] The processor 111 may be a CPU (Central Processing Unit) or the like. The registry 112 is a database that stores setting information related to the operation of the control unit 11. The registry 112 may be implemented using a memory element / recording medium that retains data even when the power is off. The registry 112 includes a setting storage unit M1 in which the probe settings are stored. In other embodiments, the probe settings may be stored in memory 113. In other words, the setting storage unit M1 may be provided in memory 113.

[0039] Memory 113 may be RAM (Random Access Memory). Memory 113 may contain multiple types of storage media. Memory 113 may contain non-volatile storage media such as flash memory. Probe data is stored in Memory 113. Memory 113 corresponds to the data storage unit.

[0040] The input / output circuit 114 is hardware that serves as an interface for the processor 111 to send and receive data with the GNSS receiver 12 and other components. The input / output circuit 114 has multiple communication terminals. It also has a power input terminal. The control unit 11 is connected to the GNSS receiver 12, the narrow-area communication unit 13, the power supply circuit 14, and the connection circuit 15 via the input / output circuit 114.

[0041] In addition to the above configuration, the control unit 11 may also include a ROM (Read Only Memory) that stores the startup program and default values ​​for parameters described later. The control unit 11 may be implemented using an IC (Integrated Circuit) or an FPGA (Field-Programmable Gate Array) instead of or in addition to the processor 111.

[0042] The control unit 11 performs tasks such as generating and saving probe data based on sensor data, uploading probe data, and rewriting probe settings stored in the registry 112. Here, sensor data can be understood as data such as current position, time, driving speed, longitudinal acceleration, lateral acceleration, and yaw rate input from the GNSS receiver 12 and the navigation device 5. Details of the control unit 11 will be described later.

[0043] The GNSS receiver 12 is a device that receives navigation signals transmitted from positioning satellites that constitute the GNSS and sequentially calculates its current position (for example, every 100 milliseconds). The GNSS receiver 12 includes an antenna for receiving navigation signals (hereinafter referred to as the GNSS antenna) and an IC for processing the signals received by the antenna. The GNSS receiver 12 may also be configured to receive signals from satellites that constitute the Quasi-Zenith Satellite System (QZSS) and use them for position calculation, etc. The current position data can be expressed as latitude, longitude, altitude, etc. The GNSS receiver 12 transmits the calculated position data to the control unit 11.

[0044] Furthermore, the GNSS receiver 12 identifies the current time based on the time information included in the navigation signal and outputs it to the control unit 11. For example, the GNSS receiver 12 may calculate the current time based on the time error information identified during position calculation and output it to the control unit 11. In addition, the GNSS receiver 12 may be configured to calculate the moving speed of the onboard unit 1 from the Doppler frequency shift occurring in the carrier frequency of the navigation signal and provide it to the control unit 11.

[0045] The narrow-range communication unit 13 is a wireless communication module for performing narrow-range communication with the RSU2. The narrow-range communication unit 13 includes an antenna for narrow-range communication and a transceiver circuit. The transceiver circuit is a circuit that performs processing such as modulation, demodulation, amplification, and frequency conversion. The transceiver circuit may be implemented as an IC.

[0046] The narrow-area communication unit 13 may be located outside the housing that houses the control unit 11, in which case the control unit 11 and the narrow-area communication unit 13 may be connected by a cable. For example, the entire narrow-area communication unit 13, or the antenna for narrow-area communication, may be attached to the upper edge of the windshield, or placed on the dashboard. The aforementioned GNSS antenna may also be installed in a location suitable for receiving navigation signals, such as near the front / rear windshield.

[0047] The power supply circuit 14 is a circuit for receiving power from the vehicle power supply 4. The power supply circuit 14 may include a converter that converts the received power into a voltage suitable for the operation of the control unit 11 and other components and outputs it. The power supply circuit 14 distributes the received power to internal components such as the control unit 11, the GNSS receiving unit 12, and the narrow-area communication unit 13.

[0048] The connection circuit 15 is hardware for communicating with the navigation device 5. The connection circuit 15 transmits data received from the navigation device 5 to the control unit 11. The connection circuit 15 may also have the function of transmitting messages input from the control unit 11 to the navigation device 5. The navigation device 5 and the in-vehicle unit 1 may communicate bidirectionally, or communication may be unidirectional from the navigation device 5 to the in-vehicle unit 1.

[0049] <Probe data and operation of in-vehicle devices> Probe data may be divided into driving history data and behavioral history data. Driving history data is data on items that show the vehicle's driving history (when and where it went). The data items that make up driving history data include at least location (latitude and longitude) and time. Driving history data may also include driving speed.

[0050] The on-board unit 1 records driving history data each time the vehicle moves within the recording interval. The recording interval is a parameter that defines the interval at which driving history data is recorded. The recording interval is, for example, 200m. The on-board unit 1 can also save driving history data if the direction of travel has changed by more than a direction threshold since the last time driving history data was recorded. The direction threshold is one of the parameters that constitute the data recording conditions and can be set to, for example, 45 degrees.

[0051] Behavior history data is data on items that indicate vehicle behavior, such as sudden deceleration, sudden acceleration, and sudden steering. The data items that make up behavior history data may be position, time, longitudinal acceleration, lateral acceleration, and yaw rate. Longitudinal acceleration is the acceleration acting in the longitudinal direction of the vehicle, and lateral acceleration is the acceleration acting in the width direction of the vehicle.

[0052] The on-board unit 1 records behavior history data when an acceleration greater than or equal to a predetermined acceleration threshold acts upon it. The acceleration threshold may be set to 2.5 m / sec^2 (equivalent to 0.25 G), for example. In addition to the above, or alternatively, the on-board unit 1 may be configured to record behavior history data when a yaw rate greater than or equal to a predetermined yaw rate threshold acts upon it. The yaw rate threshold may be set to 8.5 deg / sec, for example. The control unit 11 stores the behavior history data and the driving history data in the same memory 113.

[0053] As described above, the items to be collected may vary depending on the recording conditions. Hereafter, the conditions for recording driving history data will be referred to as driving recording conditions, and the conditions for recording behavior history data will be referred to as behavior recording conditions. The items to be collected according to the recording conditions are not limited to the examples above and may be changed by the administrator. The administrator here refers to the person who manages the data collection system and can be understood as the person who operates Server 3. The administrator of the data collection system may be different from or the same as the administrator of the road itself. In one instance, the administrator of this disclosure may be the road administrator.

[0054] To save the above data, the control unit 11 determines whether the recording conditions have been met by comparing the data of various items input from the GNSS receiver 12 and the navigation device 5 with various parameters included in the probe settings. The parameters included in the probe settings that constitute the recording conditions are, as shown in Figure 4, the recording interval (RI), direction threshold (ThD), acceleration threshold (ThA), and yaw rate threshold (ThY). The recording interval (RI) and direction threshold (ThD) are parameters that constitute the recording conditions for recording driving history data, respectively. The acceleration threshold (ThA) and yaw rate threshold (ThY) are parameters that constitute the recording conditions for recording behavior history data, respectively.

[0055] The ROM of the control unit 11 stores the default values ​​for the above parameters. The default values ​​represent the standard values ​​for the above parameters that are applied during the initial startup after factory shipment or when the in-vehicle unit 1 is initialized. The default values ​​for each parameter may be, for example, recording interval: 200m, direction threshold: 45 degrees, acceleration threshold: 2.5m / sec^2, and yaw rate threshold: 8.5deg / sec. The default values ​​may be common to multiple in-vehicle units 1.

[0056] The control unit 11 manages the distance traveled from the previous periodic recording point as the primary distance traveled. The control unit 11 may obtain the primary distance traveled by time integration of the speed value, or by obtaining it from the navigation device 5. Alternatively, the control unit 11 may determine the primary distance traveled based on the time-series data (i.e., history) of position coordinates output by the GNSS receiver 12. Periodic recording points are points where data for the items to be collected is saved based on the primary distance traveled reaching the recording interval. The control unit 11 saves the data for the items to be collected in the memory 113 based on the measurement value of the primary distance traveled reaching the recording interval, and also resets the measurement value. Furthermore, it retains the direction of travel when the primary distance traveled reached the recording interval as the previous direction of travel. The control unit 11 periodically compares the current direction of travel with the previous direction of travel, and if the angle between the current direction of travel and the past direction of travel exceeds a direction threshold, it may additionally save travel history data as described above. The direction of travel may be obtained from the navigation device 5, or it may be determined from the history of position coordinates.

[0057] The control unit 11 also compares the detected longitudinal / lateral acceleration values ​​obtained from the navigation device 5 with an acceleration threshold. If the detected longitudinal / lateral acceleration values ​​exceed the acceleration threshold, the control unit 11 stores the behavior history data in the memory 113. The control unit 11 also compares the detected yaw rate value obtained from the navigation device 5 with a yaw rate threshold. If the detected yaw rate value exceeds the yaw rate threshold, the control unit 11 stores the behavior history data in the memory 113. Note that when comparing with the thresholds, the detected acceleration and yaw rate values ​​may be treated as absolute values.

[0058] In this embodiment, the in-vehicle unit 1 acquires detected values ​​of parameters such as direction of travel, acceleration, and yaw rate from the navigation device 5, but the configuration of the in-vehicle unit 1 is not limited to this. The in-vehicle unit 1 may be equipped with a compass sensor for determining the direction of travel, and the control unit 11 may determine the direction of travel based on the detected value of the compass sensor built into the unit. The control unit 11 may also determine the amount of change in the direction of travel based on the detected value of a gyro sensor instead of the compass sensor. The in-vehicle unit 1 may be equipped with a two-axis or three-axis acceleration sensor, and the control unit 11 may determine the longitudinal and lateral acceleration based on the detected value of the acceleration sensor built into the unit. The in-vehicle unit 1 may be equipped with a yaw rate sensor, and the control unit 11 may determine the longitudinal and lateral acceleration based on the detected value of the acceleration sensor built into the unit. The in-vehicle unit 1 may be configured to be used independently without being connected to the navigation device 5. In that case, the connection circuit 15 may be omitted. In other words, the connection circuit 15 is an optional element.

[0059] Based on receiving a rewrite command from the rewrite device 2w, the control unit 11 rewrites the probe settings in the registry 112. In this embodiment, the control unit 11 may separate the probe data files before and after the change in the probe settings. That is, the control unit 11 logically distinguishes the probe data collected before the setting change from the probe data collected after the setting change using file names or the like. The metadata of each file may include information indicating the probe settings used for collection (for example, a setting identifier or the values ​​of each parameter). Details of the rewrite command and setting identifier will be described later.

[0060] In other embodiments, the control unit 11 may be configured to delete all probe data stored in the memory 113 at the time the probe settings are rewritten. The control unit 11 only needs to be configured so that probe data recorded with different probe settings are not mixed together in order to ensure data analyzability.

[0061] Based on receiving an upload command from the reader 2r, as described later, the control unit 11 transmits the probe data stored in memory 113 to the reader 2r. The probe data may be transmitted to the reader 2r via narrow-range communication along with information (such as a setting identifier) ​​that allows the server 3 to recognize the probe settings. This enables the reader 2r and the server 3 to identify the conditions under which the probe data acquired from the in-vehicle device 1 was recorded.

[0062] When the control unit 11 transmits probe data stored in memory 113 to the roadside unit 2 acting as the reader 2r, it deletes the transmitted probe data from memory 113. Basically, the control unit 11 transmits all probe data stored in memory 113 to the reader 2r. Therefore, memory 113 may be cleared each time the in-vehicle unit 1 communicates with the reader 2r.

[0063] Furthermore, if short-range communication with the roadside unit 2 is not performed for a long period of time, the memory 113 may become full of probe data. This can happen, for example, if the vehicle is used only in areas far from the roadside unit 2. When the memory 113 becomes full, the control unit 11 deletes the oldest probe data first.

[0064] <Roadside unit> This section describes the configuration of roadside unit 2. The configuration of roadside unit 2 as a reader 2r and roadside unit 2 as a rewriter 2w may be the same. Furthermore, the role of roadside unit 2 may be dynamically changeable. Roadside unit 2 may be configured to operate as both a rewriter 2w and a reader 2r. Of course, among multiple roadside units 2, there may be some that cannot change their role.

[0065] As shown in Figure 5, the roadside unit 2 comprises a wide-area communication unit 21, a narrow-area communication unit 22, and a roadside control unit 23. The wide-area communication unit 21 and the narrow-area communication unit 22 are connected to the roadside control unit 23 for data communication.

[0066] The wide-area communication unit 21 is a communication module for the roadside unit 2 to communicate with the server 3. The wide-area communication unit 21 receives data from the server 3 and outputs it to the roadside control unit 23, and modulates the data input from the roadside control unit 23 and transmits it to the server 3. The roadside unit 2 may be connected to the network to which the server 3 is connected via a wired connection or via a wireless connection. In other words, the wide-area communication unit 21 may be a signal processing module including a connector for wired connection, or a wireless module for cellular communication. The wide-area communication unit 21 corresponds to the first communication unit.

[0067] The narrow-area communication unit 22 is a communication module for performing narrow-area communication with the in-vehicle unit 1. The narrow-area communication unit 22 comprises an antenna, a transmission processing unit, and a reception processing unit. The antenna is for transmitting and receiving radio waves in the frequency band used for narrow-area communication. The transmission processing unit modulates the data input from the roadside control unit 23 and outputs it to the antenna for wireless transmission. The reception processing unit is configured to demodulate the signal received by the antenna and output it to the roadside control unit 23. The narrow-area communication unit 22 corresponds to the second communication unit.

[0068] The roadside control unit 23 is a module that controls the operation of the entire roadside unit 2. The roadside control unit 23 is configured as a computer, for example, equipped with a processor 231, memory 232, input / output circuit 233, etc. The processor 231 is, for example, a CPU. The memory 232 is, for example, a volatile storage medium such as RAM. The processor 231 performs various processes by accessing the memory 232. The memory 232 may include a non-volatile storage medium such as flash memory. The input / output circuit 233 is a circuit module for the roadside control unit 23 to send and receive data with the wide-area communication unit 21 and the narrow-area communication unit 22.

[0069] The roadside control unit 23 has two operating modes: a read mode and a rewrite mode. The read mode is the mode in which it operates as a reader 2r. The rewrite mode is the mode in which it operates as a rewrite unit 2w. The operating mode of the roadside control unit 23 is switched by instructions from the server 3. The operating mode of the roadside control unit 23 corresponds to the operating mode of the roadside device 2. In other words, the roadside device 2 is configured to be able to switch its operating mode (in other words, its role).

[0070] The roadside unit 2 may be configured to periodically send a control message to initiate communication with the on-board unit 1. The control message may be a frame control message (so-called FCM). Based on receiving the control message, the on-board unit 1 sends a response message containing an address, etc., back to the roadside unit 2. Subsequently, resources to be used for communication (e.g., slot number), etc., are exchanged, and actual data communication begins. The content of the actual data communication is diverse and may include communication related to the settlement of road usage fees, sending and receiving traffic information, and uploading probe data.

[0071] Furthermore, multiple roadside devices 2 are not necessarily all divided into readers 2r or rewriters 2w; some roadside devices 2 may provide services other than data collection, such as roadside devices 2 for toll payment or roadside devices 2 for traffic information distribution. In addition, roadside devices 2 that perform other services such as toll payment or traffic information distribution may also serve as rewriters 2w or readers 2r.

[0072] The roadside unit 2, acting as a reprogramming unit 2w, receives a dataset of probe settings with a configuration identifier from the server 3. The reprogramming unit 2w stores the probe settings received from the server 3 along with the configuration identifier in memory 232. Then, when the reprogramming unit 2w detects the presence of an in-vehicle unit 1 within its narrow-area communication area, it sends a reprogramming command to that in-vehicle unit 1. Detection of the in-vehicle unit 1 may be achieved by receiving a response from the in-vehicle unit 1 to a control message.

[0073] A rewrite command is a message that instructs the setting memory unit M1 to be rewritten. As shown in Figures 6 and 7, the rewrite command includes the probe settings and their setting identifiers. Figure 7 shows an example of a rewrite command with specific values ​​inserted from Figure 6. The rewrite command may include a header, a field where the value of the setting identifier is stored, and multiple fields where the values ​​of each parameter are stored. The length of the rewrite command may be set to a length that can accommodate the instruction values ​​for each parameter. As described above, upon receiving the rewrite command, the on-board unit 1 updates the contents of the setting memory unit M1, i.e., the setting values ​​of various parameters. As a result, the new probe settings are applied to the road section from the installation point of the rewrite machine 2w onward.

[0074] When the roadside unit 2, acting as a reader 2r, detects the presence of the in-vehicle unit 1 within its narrow-area communication area, it sends an upload command to the in-vehicle unit 1. The upload command is a message requesting / permitting the transmission of probe data. The upload command may also be an advertising message indicating that the roadside unit 2 supports the probe data retrieval service. The upload command corresponds to the transmission command. As described above, upon receiving the upload command, the in-vehicle unit 1 transmits the probe data stored in memory 113 to the reader 2r along with the configuration identifier. When the reader 2r receives the configuration identifier and probe data from the in-vehicle unit 1, it transmits the probe data along with the configuration identifier to the server 3.

[0075] <server> As shown in Figure 8, Server 3 comprises a network connection device 31, a probe data DB 32, a configuration pattern DB 33, an HMI 34, and a processing unit 35. "DB" in the component names stands for database, and "HMI" stands for Human Machine Interface. The network connection device 31, probe data DB 32, configuration pattern DB 33, and HMI 34 are all connected to the processing unit 35 for data communication.

[0076] The network connection device 31 is equipment for the processing unit 35 to communicate with the roadside unit 2. The network connection device 31 receives data from the roadside unit 2 and outputs it to the processing unit 35. The network connection device 31 also modulates the data input from the processing unit 35 and transmits it to the designated roadside unit 2. The network connection device 31 corresponds to the communication unit.

[0077] The probe data DB32 is a database for storing probe data received from the roadside unit 2, which functions as a reader 2r. The probe data DB32 may be a database implemented using a rewritable, non-volatile storage medium. The probe data DB32 is configured so that data can be written, read, deleted, etc., by the processing unit 35.

[0078] The configuration pattern DB33 is a database that stores probe settings for each configuration identifier. The configuration pattern DB33 may be a database implemented using a rewritable, non-volatile storage medium. The configuration pattern DB33 is configured so that data can be written, read, deleted, etc., by the processing unit 35.

[0079] HMI34 includes an input device for receiving data input from an administrator and an information display device for presenting information to the administrator. The input device included in HMI34 may be a keyboard, mouse, touch panel, or microphone. The input device inputs data signals (hereinafter also referred to as operation signals) corresponding to the administrator's operations to the processing unit 35. HMI34 also includes a display as an information display device. The display shows images corresponding to image signals input from the processing unit 35. For example, HMI34 may display an image showing probe settings for each road section, or an image showing the status of probe data collection for each road section. The displayed content may be switched according to the administrator's operations. The administrator may use HMI34 to register new probe settings in the setting pattern DB33 and specify probe settings for each road section.

[0080] The processing unit 35 is configured as a computer, comprising a processor 351, memory 352, input / output circuit 353, etc. The processor 351 may be, for example, a CPU. The processor 351 may also include a GPU (Graphics Processing Unit) to process large amounts of probe data. The memory 352 is a volatile storage medium such as RAM. The processor 351 performs various processes by accessing the memory 352. The memory 352 may include a non-volatile storage medium such as flash memory. The input / output circuit 353 is a circuit module for the processing unit 35 to send and receive data with the network connection device 31, etc.

[0081] The processing unit 35 creates probe settings for each road section. The probe settings may be determined based on at least one of the following: traffic volume, road type, nearest reader distance, and spacing of readers 2r for the road section to be applied (hereinafter referred to as the target section). Here, nearest reader distance means the distance from the rewriteer 2w to the nearest reader 2r in the direction of travel on the road. The nearest reader distance may be the minimum distance at which probe data must be retained. Road characteristics may include the number of lanes and the presence or absence of a median strip.

[0082] The processing unit 35 may determine the probe settings for the target section based on the time of year, time of day, weather, etc. The probe settings for each road section may differ depending on the purpose of data collection. The probe settings for each road section may be partially determined or adjusted by the administrator. The processing unit 35 receives instructions from the administrator regarding the probe settings via the HMI 34. Note that the probe settings for each road section may be created using AI (Artificial Intelligence).

[0083] The milestones (start / end points) of the road section may be set at highway gates or at the installation locations of the rewriting machine 2w. The milestones of the road section may also be junctions, interchanges, points where the road type changes, points where the speed limit changes, etc. The processing unit 35 may have a function to generate optimal probe settings according to conditions such as road section (region), time of day, season, and vehicle type. The optimal probe settings here can be understood as settings that enable the collection of a necessary and sufficient amount of probe data within a predetermined period, according to the purpose of data collection.

[0084] When a probe configuration is created, the processing unit 35 generates a unique configuration identifier for each probe configuration. If the processing unit 35 generates a new probe configuration that is not registered in the configuration pattern DB 33, it issues a unique configuration identifier and saves it in the configuration pattern DB 33 along with the probe configuration. The configuration identifier is an identification number used to distinguish it from other probe configurations. Different configuration identifiers are assigned by the server 3 to probe configurations with different contents. In other words, there is a one-to-one correspondence between the contents of a probe configuration and its configuration identifier. The configuration identifier can also be referred to as a configuration ID or similar.

[0085] The processing unit 35 transmits a dataset containing probe settings and setting identifiers to the rewriting unit 2w corresponding to the applicable section, which is the road section to which the probe settings should be applied. The rewriting unit 2w corresponding to a road section is a rewriting unit 2w located within a predetermined distance from the starting point of that road section. As described later, the rewriting unit 2w is located upstream of the applicable section. Upstream here refers to the opposite side of the direction of travel set on the road. The direction of travel corresponds to downstream.

[0086] As described later, the processing unit 35 may change the resolution (also called LSB) when digitally representing physical quantities such as travel speed and temperature, depending on the probe settings. The probe settings may include a parameter that specifies the resolution of the travel speed. The probe settings may also include a parameter that specifies the resolution of predetermined items other than the travel speed. If the resolution differs depending on the probe settings, the processing unit 35 may convert the binary data contained in the received probe data into binary data expressed at the default resolution and then save it to the probe data DB32. The processing unit 35 may preemptively perform processing to resolve the differences in resolution for each probe setting.

[0087] Furthermore, the processing unit 35 may convert the binary data shown in the probe data sent from the roadside unit 2 into text data according to the resolution setting and save it. A setting identifier may be used to identify the resolution setting used to generate the received probe data.

[0088] The processing unit 35 may have a function to set the role of each roadside unit 2. The setting of the roles of the roadside units 2 may be performed before creating the probe settings for each road section. Furthermore, the processing unit 35 may calculate the optimal arrangement of the reader 2r and rewriter 2w, and the optimal probe settings according to the purpose, by repeatedly setting the roles of the roadside units 2 and creating the probe settings for each road section.

[0089] To prepare for communication failures between the reprogramming unit 2w and the on-board unit 1, the processing unit 35 may place multiple reprogramming units 2w near the beginning of the road section where the probe settings are to be changed. Also, to prepare for communication failures, the processing unit 35 may place reprogramming units 2w at speed reduction points. Speed ​​reduction points are locations where vehicle speeds are expected to slow down, such as near gates. In addition to near gates, rampways and sharp curves where the speed limit is restricted to a predetermined value (for example, 50 km / h) or less, and entrances and exits to parking areas also qualify as speed reduction points. These points may have a certain length. The processing unit 35 may change the role (reader / reprogramming unit) of the roadside unit 2 depending on the region and time. The change in role may be performed by communication with the roadside unit 2.

[0090] In addition, the processing unit 35 performs processing related to road management based on the operation signals. Specifically, the processing unit 35 analyzes the data stored in the probe data DB 32 based on the administrator's operation and outputs data showing results such as traffic congestion estimation and identification of dangerous areas. The administrator can improve traffic efficiency and traffic safety based on the output data of the processing unit 35.

[0091] <Challenges of comparative configuration> This section discusses the challenges of the comparative configuration. The comparative configuration here can be understood as a data acquisition system equivalent to the ETC(registered trademark) 2.0 system, as an example. In the comparative configuration, the probe settings applied to the in-vehicle unit are fixed; for example, the recording interval is a constant value. Not only the recording interval, but also the acceleration threshold and other parameters are fixed values, and there is no mechanism to dynamically change the values ​​of these parameters.

[0092] Since the memory capacity for storing probe data is finite, the number of probe data points that can be recorded in memory (hereinafter also referred to as the recordable number) can be approximately constant. When the memory is full, older data is deleted. Therefore, as shown in Figure 9, if the installation interval of roadside units equipped with reading functions is long, or if the memory capacity is small, sections where data cannot be collected may occur. Sections where data cannot be collected can be understood as sections where the driving history data that has been stored in memory is discarded before it can be uploaded due to memory capacity limitations, and probe data is not uploaded to the server. Basically, sections far from roadside units or general roads (especially roads in areas far from interchanges) can become sections where data cannot be collected. In contrast, roads within a certain distance from roadside units become sections where data can be collected. Sections where data can be collected are sections where the driving history data stored in the on-board unit's memory is uploaded to the roadside unit and ultimately to the server without being overwritten by other data. The driving history retention distance, which is the length of the collectible section, can roughly be the value obtained by multiplying the recording interval by the recordable number.

[0093] On the other hand, road management requires probe data of a certain density. On roads with low traffic volume, it is difficult to collect enough probe data, making proper road management challenging. Shortening the recording interval increases the number of probes that a single vehicle can collect per unit distance, so even on roads with low traffic volume, road managers may be able to collect probe data of sufficient density. However, shortening the recording interval increases the amount of data per unit distance (in other words, memory consumption), thus shortening the distance over which driving history can be retained. Conversely, if the recording interval is lengthened, the density of probe data generated by a single vehicle decreases, but the distance over which a single in-vehicle device can collect data increases.

[0094] In other words, shortening the recording interval may increase the density of probe data collection, but it will shorten the distance over which driving history can be retained. On the other hand, lengthening the recording interval will decrease the density of probe data collection, but it will lengthen the distance over which driving history can be retained. Considering these factors, shortening the recording interval may be preferable on road sections with low traffic volume and densely packed roadside sensors. Conversely, longer recording intervals may be preferable on roads with high traffic volume or road sections with long spacing between roadside sensors.

[0095] By the way, driving history data and behavior history data are stored in the same memory. Therefore, for example, if sudden braking occurs frequently, behavior history will be accumulated more frequently, and the distance for which driving history is retained will be shortened.

[0096] Setting the acceleration threshold and yaw rate threshold to higher values ​​reduces the frequency with which behavioral history data is recorded, thereby reducing the risk of the driving history retention distance decreasing due to behavioral history data. However, setting the acceleration threshold and yaw rate threshold to higher values ​​makes it more difficult to collect information on locations where sudden braking, etc., is likely to occur (hereinafter referred to as "locations requiring improvement"). The values ​​of each parameter that constitute the recording conditions may be appropriately changed depending on the vehicle's environment (weather, region, season, road type), the purpose of collection, and the knowledge gained during actual operation (events and trends).

[0097] This disclosure was created with the above circumstances in mind, and one of its purposes is to create a more efficient data collection system by dynamically setting and changing probe settings according to the characteristics of the road section and the purpose of data collection.

[0098] <Roadside Unit Role Setting> Figure 10 shows an example of the role setting process for each roadside unit 2 performed by the processing unit 35. The role setting process may include steps S101 to S107. In step S101, the processing unit 35 acquires the target road or target area. The target road may be, for example, a road where probe data is poorly collected, or a road where new probe data with a specific purpose needs to be collected. The target road may include multiple road sections. Alternatively, the target road may be a single road section, and the term "target road" can be rephrased as "target section."

[0099] Information on the target roads may be entered into server 3 by the administrator. In other embodiments, the processing unit 35 may automatically extract the target roads based on the collection status of probe data.

[0100] Furthermore, the processing unit 35 may perform probe setting changes and design the role of the roadside unit 2 on a regional basis, rather than on a road basis. The target area may be an area where probe data is poorly collected, or an area where new probe data aligned with the purpose needs to be collected. The target area, like the target road, may be manually set by the administrator, or it may be automatically set based on rules or learning models registered in the processing unit 35. The following explanation of target roads can be replaced with explanation of target areas.

[0101] In S102, the processing unit 35 sets the roadside unit 2 installed near the entrance (starting point) of the target road as the rewrite unit 2w. For example, if the target road is an expressway, the roadside unit 2 near the entrance to the expressway is set as the rewrite unit 2w. The area near the entrance and exit may be, for example, within 50m of the gates that serve as the entrance / exit. If the target road is a general road, the roadside unit 2 near the exit of the expressway may be set as the rewrite unit 2w. The rewrite unit 2w only needs to be located upstream of the road section to which the probe setting change is to be applied, and there may be some distance between the section to be applied and the rewrite unit 2w.

[0102] If multiple roadside units 2 exist near the starting point of the target road, the processing unit 35 may place multiple rewriting units 2w near the starting point. By installing multiple rewriting units 2w, the risk of failure to rewrite probe settings due to communication problems can be reduced. Furthermore, the processing unit 35 may place rewriting units 2w not only near the starting point of the target road, but also at any location along the target road. The rules for installing rewriting units 2w may be changed based on the purpose of data collection and knowledge gained from actual operation.

[0103] Once the processing unit 35 has determined which roadside unit 2 will function as a rewrite unit 2w, it determines which roadside unit 2 will function as a reader 2r in S103. If the target road is an expressway, at least roadside unit 2 installed near the expressway exit is set as reader 2r. If the target road is a general road, the processing unit 35 sets at least roadside unit 2 installed near the expressway entrance as reader 2r. There may be multiple readers 2r for a single road section. In one embodiment, the processing unit 35 may set roadside unit 2 other than the rewrite unit 2w as reader 2r.

[0104] In this embodiment, the processing unit 35, in principle, uses separate roadside units 2 for the rewriting unit 2w and the reading unit 2r. Because the range of possible narrow-area communication is narrow, the time that the roadside unit 2 can communicate with the on-board unit 1 is limited. By separating the reading unit 2r and the rewriting unit 2w, the risk of road-to-vehicle communication failing due to insufficient time can be reduced.

[0105] However, in other embodiments, the processing unit 35 may be configured to have some roadside units 2 function as dual-route units. The processing unit 35 may set roadside units 2 that are expected to have a road-to-vehicle communication time of a certain value or more as dual-route units. A dual-route unit is a roadside unit 2 that performs the roles of both a reader and a rewriter. A dual-route unit operates as a reader for one on-board unit 1, and then operates as a rewriter. The processing unit 35 may set roadside units 2 installed at speed reduction points such as near gates, rampways, and parking / service areas as dual-route units.

[0106] Once the processing unit 35 has completed setting the role of the roadside unit 2 related to the target road, it selects a probe setting to distribute to the rewriting unit 2w in S104. If there is no probe setting among the existing probe settings that corresponds to the target road / collection purpose, the processing unit 35 may create a new probe setting for the target road and register it in the setting pattern DB33.

[0107] The probe settings for the target road may be set based on at least one of the following: the traffic volume of the target road (also called the target section), the road type, the distance to the nearest reader, and the spacing of the readers 2r, as described in the next section. If the target road includes multiple rewrite machines 2w, the target road may be divided into multiple subsections at the locations of the rewrite machines 2w. One probe setting may be applied to the entire target road, or probe settings may be switched within the target road.

[0108] Once the processing unit 35 determines the probe settings for the target road, it verifies in S105 whether the predetermined adoption conditions are met when the probe settings determined in S104 are applied. S105 is a step in which the adoption conditions are verified on paper (for example, by simulation) before transmitting the new role settings and probe settings to the roadside unit 2, that is, before the actual setting changes. The adoption conditions may be input and set by the administrator in accordance with the purpose of data collection. The adoption conditions can be rephrased as the conditions under which the collection objective can be achieved. The adoption conditions may be, for example, that no sections where data cannot be collected occur. The adoption conditions may include that the data density is equal to or greater than a predetermined value. Data density is the number of driving history data points per certain distance (for example, 100m) collected over a certain period (for example, one week). The data density may be estimated by dividing the expected value of traffic volume by the recording interval.

[0109] If it is determined that the adoption conditions are met (S105 YES), the processing unit 35 transmits the probe settings to the corresponding reprogramming unit 2w in S107 and terminates the flow. S107 may include notifying the roadside unit 2 of its role (for example, whether it is a reprogramming unit or not). Upon execution of S107, the new probe settings begin to be applied. On the other hand, if it is determined that the adoption conditions are not met, the adjustment process is executed in S106.

[0110] The adjustment process involves fine-tuning the role of the roadside unit 2 and the probe settings. This includes changing the rewrite unit 2w, which is placed in the middle of the target road, to a reader unit 2r, and vice versa. If the processing unit 35 determines in the verification of S105 that there will be sections where data cannot be collected, it may extend the value of the recording interval so that no sections where data cannot be collected occur. Specifically, it determines the recording interval so that the distance for which the driving history is retained exceeds the installation interval of the reader unit 2r. If the processing unit 35 determines that the collection objective cannot be achieved regardless of how the probe settings are arranged with the current arrangement of the roadside units 2, it may output an error or present the administrator via HMI 34 with the conditions among the specified adoption conditions that cannot be satisfied. The adjustment process is an optional element and may be omitted, in which case S107 may be executed after S104.

[0111] It should be noted that even if calculations indicate that the collection objective can be achieved, it is possible that the collection objective may not actually be achieved. Processing unit 35 may be configured to execute S106 based on the degree of probe data collection after applying the probe settings to the actual traffic system in S107. The verification and adjustment processes in S105 to S106 may also be performed after the execution of S107 based on the administrator's operation or periodically.

[0112] <Probe configuration policy> The processing unit 35 sets the probe interval for the target section based on at least one of the following: traffic volume in the target section, road type, distance to the nearest reader, and spacing of the readers 2r. The processing unit 35 may set the recording interval to be longer (i.e., sparser) as the traffic volume increases. The processing unit 35 may set the recording interval for road sections where the average traffic volume is below a predetermined threshold to be shorter than the recording interval for road sections where the average traffic volume is above a predetermined value. The average traffic volume may be statistically estimated from past measurement results.

[0113] The processing unit 35 may set the recording interval to be longer on general roads compared to expressways. Conversely, the processing unit 35 may set the recording interval to be shorter on general roads compared to expressways. The processing unit 35 may set the recording interval to be longer the longer the distance to the nearest reader is. The processing unit 35 may set the recording interval to be longer the longer the spacing between the readers 2r. Not only the recording interval, but also the direction threshold, acceleration threshold, and yaw rate threshold may be adjusted according to the road characteristics of the target section.

[0114] The processing unit 35 may set at least one of the recording interval and acceleration threshold values ​​to a value different from the default value, depending on the characteristics of the target section. The rewrite command with implemented probe settings may change at least one of a plurality of parameters that constitute the recording conditions. In one embodiment, the rewrite command may change at least one of the recording interval and acceleration threshold values ​​to suit the characteristics of the road section that the in-vehicle unit 1 will travel on.

[0115] The processing unit 35 may change the probe settings based on the time of year or time of day. Traffic volume generally increases during commuting hours (so-called rush hour). Therefore, even if the recording interval of each on-board unit 1 is long, sufficient data can be accumulated by integrating the data from multiple on-board units 1. The processing unit 35 may set the recording interval for times when traffic congestion is expected to be a longer value such as 400m, and the recording interval for other times to a standard value such as 200m or a smaller value. Times when traffic congestion is expected may be from 8:00 to 10:00, from 17:00 to 20:00, etc.

[0116] The processing unit 35 may divide the day into multiple time zones according to the expected traffic volume at each time of day. For example, the processing unit 35 may divide the day into three time zones, and apply different probe settings to each. The first time zone is the time when the traffic volume is expected to be the highest, and may be from 8:00 to 10:00 and from 17:00 to 20:00. The second time zone is the time when the traffic volume is second highest, and may be from 10:00 to 17:00. The third time zone is the time when the traffic volume is the lowest among the three, and may be from 20:00 to 8:00 the following day. The processing unit 35 may also change the probe settings for the target section for each time zone.

[0117] Furthermore, the processing unit 35 may set the data collection interval during congested periods to a longer value such as 400m or 500m, and in return, set thresholds related to behavioral history, such as acceleration thresholds and yaw rate thresholds, to smaller than the standard values. Congested periods refer to times when traffic congestion is expected, such as New Year's, Golden Week, and Obon. This operation makes it easier to identify dangerous locations during congested periods.

[0118] <Example of application of this disclosure 1 (Identification of passable sections)> Driving history data can be used not only for regular traffic monitoring but also for identifying roads that are passable by vehicles after disasters such as earthquakes, typhoons, and tsunamis. For this reason, the processing unit 35 may change the probe settings when a disaster of a certain magnitude occurs in a certain area, with the aim of identifying roads that are passable in the affected area.

[0119] For convenience, a map showing roads that are passable after a disaster will be referred to as a "passable road map." A disaster of a specified magnitude is a disaster of a magnitude that may result in impassable road sections, and can be interpreted as an earthquake of magnitude 5 or higher, or a typhoon equivalent to alert level 4 or 5. Disasters involving landslides or flooding may also be considered disasters of a specified magnitude. The target area for creating the passable road map is the area affected by the disaster, and may be set to include the affected area.

[0120] Creating a passable map only requires driving history data, making the importance of behavior history data relatively lower. Furthermore, the number and density of roadside devices 2 on general roads are smaller than those on expressways. Since the memory capacity of the onboard unit 1 is finite, it is difficult to collect probe information from locations far from roadside devices 2.

[0121] In light of these circumstances, when creating a passable map of the affected area, the processing unit 35 sets the acceleration threshold and yaw rate threshold to values ​​significantly larger than the default values. Specifically, the processing unit 35 sets the acceleration threshold to twice or four times the default value, or to 10 m / sec, etc. Similarly, the processing unit 35 sets the yaw rate threshold to twice or four times the default value, or to 20 deg / sec, etc. By doing this, the behavior history is hardly saved, and the distance for which the driving history is retained is extended. In addition, the recording interval is set to a value longer than the default value, such as 1.5 times or twice the default value. Specifically, the recording interval may be set to 400 m or 600 m, etc. The direction threshold may remain at the default value. The direction threshold may also be set to a value larger than the default value.

[0122] According to the above probe settings, the driving history retention distance is extended, and driving history data from areas far from the roadside unit 2 is also more easily collected. The processing unit 35 distributes the above probe settings to the rewriting units 2w located in the target area.

[0123] The processing unit 35 may set some or most of the general roadside units located within the target area as rewrite units 2w in order to create a passable map. It may also set the roadside units 2 located at highway entrances within the target area as readers 2r. Both roadside units 2 at highway entrances and exits within the target area may be set as dual-purpose units. If roadside units 2 are located within the general road area, the processing unit 35 may set those roadside units 2 as dual-purpose units. This is because the driving speed on general roads is not very high, and sufficient road-to-vehicle communication time is expected to be secured. In addition, the administrator may temporarily install portable roadside units 2 in the central part of the target area, at relief supply transport bases, or at supply distribution points. Upon receiving the temporary registration of a portable roadside unit 2, the processing unit 35 may operate that roadside unit 2 as a reader 2r, rewrite unit 2w, or dual-purpose unit.

[0124] The processing unit 35 may perform a process to gradually change the ratio of the reader 2r to the rewrite unit 2w according to the time elapsed since the disaster occurred. For example, in the first period, which corresponds to immediately after the disaster, the proportion of the reader 2r is temporarily increased in order to recover the probe data that had been accumulated in the memory 113 up to the time of the disaster. The first period may be one day or half a day. The length of the first period may be set to a length that allows for the recovery of the probe data to be largely completed. The length of the first period may be dynamically determined in consideration of the speed at which data is collected. In the first period, the ratio of the reader 2r to the rewrite unit 2w may be set to 8:2, for example.

[0125] In the second phase, following the first phase, the processing unit 35 increases the proportion of the rewrite unit 2w in order to advance the change of probe settings in the in-vehicle device 1. The ratio of the reader 2r to the rewrite unit 2w in the second phase may be set to 4:6 or 2:8, etc. The administrator or the processing unit 35 may monitor the progress of the probe setting rewriting and, once a sufficient proportion has been reached, end the second phase and move on to the third phase. Of course, the length of the second phase may be a fixed value (for example, 2 days).

[0126] Phase 3 involves increasing the proportion of readers 2r to a certain extent again and collecting driving history data after the probe settings have been changed. The ratio of readers 2r to rewriteers 2w in Phase 3 may be set to 6:4 or 7:3, etc. Phase 1 can be rephrased as the pre-disaster data collection phase, Phase 2 as the setting rewriting phase, and Phase 3 as the post-disaster situation confirmation phase. The pre-disaster data collection phase (Phase 1 above) may be omitted. The processing unit 35 may increase the proportion of rewriteers in the target area immediately after the disaster occurs.

[0127] With the above configuration, it becomes possible to efficiently create a map of passable areas in the disaster zone using the in-vehicle unit 1, which supports only narrow-area communication. Furthermore, as described above, the roles of some roadside units 2 are dynamically changed according to the elapsed time since the disaster, depending on the change in the ratio of the rewrite unit 2w to the reader unit 2r. The probe settings themselves may also be dynamically changed according to the elapsed time since the disaster.

[0128] <Example of application of this disclosure 2 (Road management in areas far from roadside equipment)> This disclosure may be applied to evaluate the safety of school zones. To evaluate the safety of school zones, information on traffic volume and sudden braking is necessary. However, school zones are often far from the roadside unit 2, and there is a problem in that it is difficult to collect both driving history data and behavioral history data near school zones. Therefore, the processing unit 35 may be configured to dynamically change the probe settings of the in-vehicle unit 1 traveling on public roads as follows.

[0129] Furthermore, rewriting the probe settings in the in-vehicle unit 1 traveling on general roads may be achieved by operating a roadside unit 2 located at a point where the road type changes (for example, near an exit of a highway) as a rewriting unit 2w. Specifically, the processing unit 35 may set some of the general roadside units as rewriting units 2w.

[0130] For example, the processing unit 35 sets the driving recording conditions to very strict conditions for the one month from January 1st to January 31st, while leaving the behavior recording conditions at the default settings or setting them to less strict conditions than the default. Very strict driving recording conditions may include, for example, a recording interval of 10 km and a direction threshold of 90 degrees. The recording interval may be any value of 1000 m or more. Less strict behavior recording conditions than the default may include, for example, an acceleration threshold of 2.0 m / sec^2 and a yaw rate threshold of 6.0 deg / sec.

[0131] The processing unit 35 then sets the driving record conditions to the default or slightly stricter conditions for the one-month period from February 1st to February 29th, and sets the behavior record conditions to very strict conditions. Slightly stricter driving record conditions than the default may include a recording interval of 300m or 400m and a direction threshold of 45 degrees. In order to acquire driving history in areas far from the roadside unit 2, the recording interval may basically be set to a value greater than the default value. However, if the target area is an urban area and interchanges are provided at intervals of 6km, for example, a shorter value than the default value, such as 150m, may be applied for the recording interval. The recording interval for general road areas may be set according to the characteristics of the target area. The characteristics of the target area may be entered by the administrator into the server 3, or the processing unit 35 may acquire them by referring to map data. Very strict behavior record conditions may include, for example, an acceleration threshold of 8.0m / sec^2 and a yaw rate threshold of 24deg / sec.

[0132] According to the above operational example, during January, driving history data cannot be collected, but behavioral history data can be collected over a wide area. Similarly, during February, behavioral history data cannot be collected, but driving history data becomes easier to collect. Then, by combining the data from January and February, the processing unit 35 can obtain both driving history data and behavioral history data. Based on the collected information, it becomes possible to extract areas requiring improvement on general roads, including school zones. Furthermore, if it is possible to install additional roadside units 2 in the data collection system, additional roadside units 2 may be installed near school zones to serve as dual-purpose units.

[0133] <Example 3 of application of this disclosure (Verification of safety according to time of day / period)> As mentioned above, the number of vehicles increases during rush hour and other congested periods. In such situations, even if the recording interval for each vehicle is long, sufficient driving history data can be obtained by integrating probe data from each vehicle. On the other hand, when roads are congested, the probability of unsafe vehicle behavior, such as excessive proximity to other vehicles (also known as near-crashes), increases. If the processing unit 35 can identify locations where excessive proximity to other vehicles is likely to occur, administrators can efficiently promote measures to make roads safer.

[0134] In this configuration, the processing unit 35 may set the recording interval to a longer value than the default value, such as 400m or 800m, during rush hour, while setting the acceleration threshold and yaw rate threshold to a smaller value than the default value. This makes it easier to accumulate behavioral history data in areas where driving is difficult and where sudden movements / slips are likely to occur.

[0135] <Supplementary information on items to be collected> The items recorded as driving history or behavior history data may include temperature information. The temperature information may be ambient temperature information. The temperature information may also be the temperature inside the vehicle. The behavior history data may include information indicating road surface conditions, such as the coefficient of friction. Including the coefficient of friction in the driving history or behavior history data makes it possible to collect information on areas prone to slipping.

[0136] <Changes to the record format> The probe settings may include parameters that specify the data recording format. If the items to be recorded include continuously changing physical state quantities such as driving speed, acceleration, yaw rate, and temperature, the probe settings may include parameters that specify the resolution level of these physical state quantities. By lowering the resolution and digitizing the values ​​of the target items more coarsely, the data size can be reduced. As a result, the driving history retention distance may be extended. In addition, the probe settings and rewrite commands may include parameters that specify whether positive or negative signs are required for measured values ​​of physical state quantities such as acceleration, or whether decimal information is required.

[0137] <Supplementary information on behavior recording conditions> The behavior recording conditions are not limited to exceeding the acceleration threshold and the yaw rate threshold. The behavior recording conditions may also include at least one of the following: activation of hazard lights, activation of the horn, and interruption of the autonomous driving function. Not only the parameter values ​​of the behavior recording conditions, but also the items that constitute the behavior recording conditions themselves may be dynamically rewritten by the processing unit 35.

[0138] <Pre-distribution of probe settings at gates> Roadside units 2 installed along expressways may be classified into entrance roadside units located near entrance gates, exit roadside units located near exit gates, intermediate roadside units located in cruising sections, and others. The cruising section of an expressway refers to a section of the main line of the expressway that is located at a predetermined distance (e.g., 500m) or more from a gate. Among the intermediate roadside units, roadside unit 2 that functions as a rewriting unit will also be referred to as an intermediate rewriting unit.

[0139] Vehicle speeds on highways during cruising sections can be high, such as 80 km / h or 100 km / h. Therefore, the time during which the intermediate roadside unit can communicate with the on-board unit 1 is shorter than the time during which the entrance roadside unit can communicate with the on-board unit 1. If the rewrite command is long, the communication failure rate may increase.

[0140] Given these circumstances, as shown in Figure 11, if there are multiple points on the expressway where probe settings can be switched, the entrance roadside unit may be configured to distribute a list of probe settings that can be used on the expressway to the onboard unit 1, and the intermediate roadside unit may be configured to notify only the setting identifier to be applied.

[0141] The entrance roadside unit indicated by 2e in Figure 11 is linked to multiple intermediate reprogramming units (2m, 2n, and 2l in the figure) located on the highway connected to it. The entrance roadside unit 2e distributes an application candidate list, which is a list of probe settings that may be used, to the onboard unit 1. The application candidate list includes multiple sets of setting identifiers and probe settings that may be used on the highway.

[0142] Intermediate reprogramming device 2m, for example, sends a simplified reprogramming command that includes a setting identifier corresponding to the probe setting to be applied after passing through itself, but does not include the probe setting itself. When the onboard unit 1 receives the application candidate list, it temporarily stores the application candidate list in an arbitrary memory (for example, memory 113). Then, based on the receipt of the simplified reprogramming command from the intermediate reprogramming device, it identifies the probe setting corresponding to the setting identifier shown in the simplified reprogramming command by referring to the application candidate list and reflects it in the control. The onboard unit 1 may also be configured to interpret the probe setting placed at the beginning of the application candidate list as the probe setting to be applied immediately after passing through the gate, and to perform a change to the probe setting.

[0143] With this configuration, the messages exchanged when the in-vehicle device 1 is moving at high speed become shorter, thus reducing the risk of failure in rewriting the probe settings.

[0144] <Optimization of roadside unit placement> As described above, the in-vehicle unit 1 has a limitation on the distance for which it can retain driving history, depending on its memory capacity. On the other hand, the recording interval can be determined according to the traffic volume from the viewpoint of data collection efficiency. A shorter recording interval is preferable on road sections with little traffic, but if the rewrite unit 2w and the reader 2r, or if the reader 2r and the reader 2r are far apart, the distance to the nearest reader may exceed the driving history retention distance, potentially resulting in sections where data cannot be collected.

[0145] In the embodiment described above, when it is determined in S4 that a section of data cannot be collected will occur with the probe settings that were provisionally decided, a pattern was mentioned in which the recording interval is finely adjusted to prevent such a section from occurring. However, the operation of Server 3 is not limited to this. Server 3 may be configured to be able to plan the placement of the roadside units 2. Server 3 may also be configured to create and present to the administrator a plan for adjusting the placement of the roadside units to prevent such a section from occurring.

[0146] The optimal arrangement of the roadside units 2 may be one that matches the distance for which driving history is retained. For example, if the onboard unit 1 can store probe information for 4 km, then installing roadside units 2 that function as readers 2r at intervals shorter than 4 km will reduce the likelihood of missing probe data. In other words, adjusting the placement interval of the roadside units 2 according to the recording interval increases the overall efficiency of the system. For example, if the recording interval is shorter than the default value, the placement interval of the readers 2r may also be narrower than the basic placement interval to prevent missing probe data. Conversely, if the recording interval is longer than the default value, the placement interval of the readers 2r may also be longer. After creating the optimal probe settings according to the purpose, the processing unit 35 may create the optimal arrangement of roadside units 2 that satisfies the adoption conditions and present it to the administrator. The optimal placement information of roadside units 2 presented by the server 3 may be used by the administrator in planning the maintenance of roadside units 2.

[0147] However, relocating or installing additional roadside units 2 will incur costs. The processing unit 35 may generate the cost of implementation from the difference between the ideal roadside unit arrangement and the current roadside unit arrangement, and present this to the administrator as reference information. The processing unit 35 may also be configured to create an optimal / near-optimal roadside unit arrangement and probe settings that can achieve the objective within the acceptable cost range entered by the administrator. For example, the administrator may add a condition that up to three portable roadside units can be added, and have the processing unit 35 create probe settings and roadside unit arrangements that satisfy the adoption conditions. The processing unit 35 may be configured to create probe settings and roadside unit arrangements according to the constraints entered by the administrator.

[0148] <Additional Note> The flowchart shown in this disclosure is an example, and the number of steps constituting the flowchart and the order of execution of processes can be changed as appropriate. Expressions such as acquisition, determination, detection, generation, and calculation may be used interchangeably. Acquisition of data by a device includes generation of such data by the device based on signals input from other devices / sensors. [Explanation of Symbols]

[0149] 1 In-vehicle unit, 2 Roadside unit, 2r Reader (Reading unit), 2w Rewrite unit (Rewrite unit), 2e Inlet roadside unit, 2m Intermediate roadside unit, 3 Server, 11 Control unit, 13 Narrow-area communication unit, 112 Registry (Settings storage unit), 113 Memory (Data storage unit), 21 Wide-area communication module (First communication unit), 22 Narrow-area communication module (Second communication unit), 23 Roadside control unit, 31 Network connection device (Communication unit), 32 Probe data DB, 35 Processing unit

Claims

1. An in-vehicle device (1) records the items to be collected according to probe settings, including data recording conditions, while the vehicle is in motion. Multiple roadside units (2) configured to communicate with the in-vehicle unit in a narrow area, A data collection system including a server (3) connected to the aforementioned plurality of roadside units, The aforementioned multiple roadside units are A reading unit (2r) acquires probe data, which is data of the items to be collected, stored in the in-vehicle unit, from the in-vehicle unit. The system includes a rewriting unit (2w) that rewrites the probe settings registered in the in-vehicle unit, The aforementioned in-vehicle device is The setting storage unit (M1) in which the aforementioned probe settings are registered, A data storage unit (113) for storing the aforementioned probe data, The system comprises a control unit (11) that stores the probe data in the data storage unit according to the probe settings stored in the setting storage unit, The server creates the probe settings for the target road section and distributes them to the rewriting machine corresponding to that road section. The rewriting unit rewrites the probe settings registered in the setting storage unit of the in-vehicle unit through narrow-range communication with the in-vehicle unit. The aforementioned reading unit is configured to receive the probe data stored in the data storage unit from the in-vehicle unit via narrow-range communication with the in-vehicle unit, and to transmit the received probe data to the server, as part of a data acquisition system.

2. The probe settings include, as recording conditions, a recording interval indicating the interval at which data is recorded, and an acceleration threshold which is a threshold related to the acceleration at which data is recorded. The data acquisition system according to claim 1, wherein the server is configured to determine the recording interval and the acceleration threshold according to the characteristics of the road section.

3. The data collection system according to claim 2, wherein the characteristics of the road section include at least one of traffic volume, road type, spacing of the reading units, and distance from the rewriting unit to the reading unit.

4. The data collection system according to claim 3, wherein the server is configured to set the recording interval in road sections where the traffic volume is less than a predetermined value to a shorter value than the recording interval in road sections where the traffic volume is equal to or greater than the predetermined value.

5. The data acquisition system according to claim 3, wherein the server is configured to set the recording interval to be longer the longer the distance from the rewriting machine to the reading machine.

6. The data collection system according to claim 2, wherein the server is configured to change the probe settings according to the time of day or period.

7. The items to be collected include driving speed or temperature, The data acquisition system according to claim 1, wherein the probe settings include a parameter that specifies the resolution of travel speed or temperature.

8. The aforementioned server, A setting identifier, which is an identification number used to distinguish the aforementioned probe setting from other probe settings, is set for the aforementioned probe setting. A dataset including the setting identifier and the probe settings is distributed to the rewriting machine. The rewriting unit distributes a rewriting command, including the setting identifier and the probe setting, to the in-vehicle device via narrow-range communication. The data acquisition system according to claim 1, wherein the in-vehicle device is configured to rewrite the values ​​of the parameters constituting the probe settings registered in the setting storage unit upon receiving the rewrite command from the rewrite unit via narrow-range communication.

9. The control unit of the in-vehicle device is The probe data is stored in association with the setting identifier. Based on the receipt of the command to transmit the probe data from the reading unit, the probe data stored in the data storage unit is transmitted to the reading unit via narrow-range communication along with the setting identifier. The data acquisition system according to claim 8, further configured to delete the probe data stored in the data storage unit when the probe data is transmitted to the reading unit.

10. The aforementioned plurality of roadside units include an entrance roadside unit installed at an entrance gate to the expressway, and an intermediate roadside unit installed along the expressway that is linked to the entrance roadside unit. The entrance roadside unit distributes to the in-vehicle unit an application candidate list including multiple sets of setting identifiers and probe settings that can be used on the highway extending from the entrance roadside unit. The intermediate roadside unit, which is linked to the aforementioned inlet roadside unit, sends a simplified rewrite command that includes the setting identifier but does not include the probe setting. The aforementioned in-vehicle device is When the aforementioned list of candidate applications is received, the list of candidate applications is temporarily stored in memory. Based on the receipt of the aforementioned simplified rewrite command, the probe setting corresponding to the setting identifier indicated in the simplified rewrite command is identified by referring to the application candidate list. The data acquisition system according to claim 9, configured to reflect the identified probe settings in the setting storage unit.

11. The aforementioned multiple roadside units include general-purpose roadside units that are installed at exits from expressways to general roads or on general roads. The aforementioned general roadside unit is configured to operate as the rewriting unit, The aforementioned server, The probe settings, in which the recording interval is set to 1000 m or more and the acceleration threshold is set to 2.5 m / sec^2 or less, are notified to the general roadside unit. The data acquisition system according to claim 2, wherein the general roadside unit is configured to transmit a rewrite command to apply the probe settings notified by the server to the in-vehicle unit.

12. The aforementioned roadside unit is The device is configured to allow switching between a mode in which it operates as a read-only device and a mode in which it operates as a rewrite-only device. The data acquisition system according to claim 1, configured to change the mode based on instructions from the server.

13. The data collection system according to claim 12, wherein the server is configured to change the role of the roadside unit installed on the road affected by the disaster in accordance with the elapsed time since the disaster occurred when a disaster of a predetermined magnitude occurs.

14. A communication unit (31) for data communication with multiple roadside units, A server including a processing unit (35) that processes data received by the communication unit, The aforementioned processing unit, From among the aforementioned multiple roadside units, a roadside unit is selected to operate as a reading unit (2r) that acquires probe data stored in the on-board unit from the on-board unit, From among the aforementioned multiple roadside units, a roadside unit is selected to be operated as a rewriting unit (2w) that rewrites the probe settings registered in the in-vehicle unit, This involves creating a probe configuration for the target road section and transmitting it to the rewriting machine corresponding to that section. A server configured to receive probe data from the aforementioned reading device and store it in a predetermined database.

15. A first communication unit (21) for data communication with the server, A second communication unit (22) configured to enable narrow-area communication with an in-vehicle device, A roadside unit including a roadside control unit (23), The roadside control unit is, The operating modes include a mode in which the device operates as a reader unit that acquires probe data, which is data about the items to be collected that are stored in the in-vehicle unit, from the in-vehicle unit, and a mode in which the device operates as a rewrite unit that rewrites the probe settings registered in the in-vehicle unit. The operating mode is changed according to the instructions received from the server. When operating as the aforementioned reading machine, By using the second communication unit to communicate with the in-vehicle unit in a narrow-range manner, the probe data is received from the in-vehicle unit, The system performs the following actions: transmits the probe data received from the in-vehicle device to the server. When operating as the rewriting machine, By communicating with the server using the first communication unit, the probe settings that define the operation of the in-vehicle device in collecting probe data are received, A roadside unit configured to perform the following actions: rewriting the probe settings registered in the in-vehicle unit by performing narrow-range communication with the in-vehicle unit using the second communication unit.

16. A narrow-area communication unit (13) configured to enable narrow-area communication with a roadside unit, An in-vehicle device including a control unit (11), The control unit, A setting storage unit (M1) is a storage medium in which probe settings that define the operation in acquiring probe data are registered, It includes a data storage unit (113) which is a storage medium for storing probe data, The system collects probe data according to the probe settings stored in the setting storage unit and stores it in the data storage unit. Upon receiving a predetermined rewrite command via narrow-range communication from the roadside unit, the values ​​of the parameters constituting the probe settings registered in the setting storage unit are rewritten. Based on the receipt of a predetermined transmission command from the roadside unit, the probe data stored in the data storage unit is transmitted to the roadside unit via narrow-range communication. An in-vehicle device configured to delete the transmitted probe data from the data storage unit when the probe data has been transmitted to the roadside unit.

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