JP2010044528A - Traffic parameter calculation device, computer program, and traffic parameter calculation method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traffic parameter calculation device for acquiring information to optimally distribute a traffic flow to a plurality of paths, and for achieving traffic control to smooth the traffic flow, and a computer program for actuating a computer as a traffic parameter calculation device, and a traffic parameter calculation method. <P>SOLUTION: This traffic parameter calculation method includes: initially determining a rate of distributing a traffic flow to a plurality of paths from a first intersection C1 to a second intersection C2; calculating a signal control parameter in each intersection when distributing the traffic flow to each path by the determined distribution rate; calculating an evaluation index value for the whole paths; calculating a signal control parameter and an index evaluation value while gradually changing the determined distribution rate; and retrieving the distribution rate and the signal control parameter providing the most satisfactory evaluation index value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a traffic parameter calculation device that calculates traffic parameters used for traffic control. In particular, a traffic parameter calculation device that makes it possible to realize traffic control that facilitates traffic flow by obtaining information as a basis for optimally distributing traffic flow to a plurality of routes, and a computer that operates as the traffic parameter calculation device The present invention relates to a computer program and a traffic parameter calculation method.

  In response to an increase in road traffic demand, traffic control that facilitates traffic flow is required to reduce traffic congestion, reduce traffic accidents, control traffic pollution, save energy, and protect the environment.

  For example, a sensitive control such as detecting a vehicle flowing into an intersection with a signal control device installed at each intersection, and controlling the blue time of a signal lamp based on information such as the number of detected vehicles and the vehicle speed. Has been done. In addition to the control at each intersection, wide-area control such as controlling the blue hours of a plurality of signal lamps installed in a predetermined area at a traffic control center is performed. Specifically, at the traffic control center, signal control parameters (cycle length, split, offset, etc.) are automatically determined based on the traffic situation for the past several minutes within the predetermined area, and each signal lamp The signal control parameter is notified to each signal control device that controls the signal. As an example of such a control method, MODERATO control (Management by Origin-Destination Related Adaptation for Traffic Optimization) is known (for example, Non-Patent Document 1).

In order to realize smooth traffic flow, a signal control method has been proposed in which signal control parameters are determined in real time based not only on past traffic conditions but also on predicted “traffic demand” (Non-Patent Document 2). . Moreover, in order to grasp | ascertain a traffic condition, the method of estimating and calculating the traffic volume which has generate | occur | produced in each link from the traffic volume measured in one road area (link) is proposed (patent document 1).
"Revised Traffic Signal Guide" Editorial and publication Traffic Engineering Research Group (16-18, 83-87) “Development and Demonstration of Next Generation Signal Control System” SEI Technical Review No. 166 (March 2005), pages 51-55 JP 2002-49984 A

  In order to smooth the traffic flow, signal control alone does not solve the problem. In particular, traffic congestion in urban road networks is caused by the fact that the amount of inflow into some of the bottleneck intersections exceeds the limit. To prevent traffic congestion even if wide area control (surface control) is performed to optimize the signal control parameters at each intersection when the inflow of traffic near the intersection that becomes the bottleneck exceeds the limit It is insufficient.

  In order to make the traffic flow epoch-making, it is necessary to control the traffic flow itself in order to distribute the traffic flow to other routes so that the amount of inflow near the bottleneck intersection does not exceed the limit. is there. For this purpose, it is necessary to accurately obtain information such as how much traffic flow should be distributed to which route.

  As a method for optimizing the traffic flow in the vicinity of the intersection that becomes the bottleneck, OD (Origin-Destination) information (traffic volume from the starting point to the ending point) of the vehicle passing through the predetermined range including the intersection is used. There is also a method of traffic flow simulation. However, in this case, when the control target is a wide area, the combination of routes becomes enormous. A method of obtaining OD information that optimizes traffic flow while changing OD information is not efficient.

  There is also a method of performing traffic simulation by simply considering the traffic flow as a fluid. For example, it is also possible to obtain a distribution so that the fluid does not stagnate at some intersections by giving a branching rate at each intersection and conducting a simulation of flowing traffic flow. However, in actual traffic, signal control according to traffic conditions is performed as described above, and traffic flow is affected by signal control. Therefore, information obtained by simply simulating a traffic flow as a fluid is insufficient as realistic and effective information for smoothing the traffic flow.

  The present invention has been made in view of such circumstances, and calculates information for optimally allocating traffic flow to a plurality of routes while considering signal control at each intersection installed in the control target area. An object of the present invention is to provide a traffic parameter calculation device that can realize smooth traffic flow, a computer program that causes a computer to operate as the traffic parameter calculation device, and a traffic parameter calculation method.

  The traffic parameter calculation device according to a first aspect of the present invention is the traffic parameter calculation device for calculating traffic parameters for traffic control of a vehicle traveling on a plurality of routes from an arbitrary first intersection to a second intersection, wherein the plurality of routes A distribution rate setting means for setting a traffic flow distribution rate to the vehicle, a parameter calculation means for calculating signal control parameters at intersections on each route when traffic flow is distributed to each route at the set distribution rate, An evaluation index value calculating means for calculating an evaluation index value for a traffic flow in a plurality of routes from the first intersection to the second intersection using the set distribution ratio and the signal control parameter calculated based on the distribution ratio; By repeating the calculation of the signal control parameter by the parameter calculation means and the calculation of the evaluation index value by the evaluation value calculation means, Price index value, characterized in that it comprises a search means for searching a predetermined condition is satisfied allocation ratio and the signal control parameters.

  The traffic parameter calculation device according to a second invention is characterized in that the search means changes the distribution rate by changing a branch rate at a branch at one or a plurality of intersections on each route. To do.

  A traffic parameter calculation device according to a third aspect of the present invention provides means for selecting an arbitrary first route and second route from a plurality of routes from the first intersection to the second intersection, and a distribution ratio to the selected first route. And changing means for changing the distribution ratio by increasing the predetermined value and decreasing the distribution ratio to the second route by the predetermined value.

  In the traffic parameter calculation device according to a fourth aspect of the present invention, the changing means calculates the branching rate to the outflow destination along the selected route at the branch of each intersection on the selected route from the first intersection to the second intersection. The selected route utilization ratio, the distribution ratio to the selected route, and the increase / decrease of the distribution ratio are changed using the ratio of vehicles passing the selected route among the vehicles passing through the plurality of routes. It is characterized by being.

  In the traffic parameter calculation device according to a fifth aspect of the present invention, the calculation means calculates the load factor of the inflow path along the selected route at the branch of each intersection on the selected route from the first intersection to the second intersection. Means for calculating using a selected route utilization rate, which is a ratio of vehicles passing through a selected route among vehicles passing through a plurality of routes, an allocation rate to the selected route, and an increase / decrease of the allocation rate And a signal control parameter is calculated based on the calculated load factor.

  A traffic parameter calculation device according to a sixth aspect of the invention comprises means for acquiring position information at a plurality of points in time for each vehicle, and means for calculating the selected route utilization rate based on the acquired position information. .

  The traffic parameter calculation device according to a seventh aspect of the present invention further comprises means for specifying a vehicle flowing into the first intersection, and output means for outputting information indicating each route to the second intersection to the specified vehicle, The output means is characterized in that the route information is outputted so as to be directed to each route at a rate corresponding to the distribution rate searched by the search means.

  The traffic parameter calculation device according to an eighth aspect of the present invention further comprises means for outputting the signal control parameter searched by the search means to the signal controller at each intersection on a plurality of routes from the first intersection to the second intersection. It is characterized by.

  A computer program according to a ninth invention is a computer program for causing a computer to calculate traffic parameters for traffic control of a vehicle traveling on a plurality of routes from an arbitrary first intersection to a second intersection. A step for setting a traffic flow distribution ratio to each route, a parameter calculation step for calculating signal control parameters at intersections on each route when traffic flow is distributed to each route at the set distribution rate, and a set distribution An evaluation index value calculating step for calculating an evaluation index value for a traffic flow in a plurality of routes from the first intersection to the second intersection using the rate and the signal control parameter calculated based on the allocation ratio, and changing the allocation ratio And changing the distribution ratio to change the signal control parameters in the parameter calculation step. By repeating the calculation, and the calculation of the evaluation index value by the evaluation index calculating step, wherein the evaluation index values of powders so as to search for the predetermined condition is satisfied allocation ratio and the signal control parameters.

  A traffic parameter calculation method according to a tenth aspect of the present invention is the traffic parameter calculation method for calculating traffic parameters for traffic control of a vehicle traveling on a plurality of routes from an arbitrary first intersection to a second intersection. When the traffic flow distribution ratio is set, and the traffic flow is distributed to each route at the set distribution ratio, signal control parameters at intersections on each route are calculated, and the set distribution ratio and the distribution ratio are calculated. A process for calculating an evaluation index value for a traffic flow in a plurality of routes from the first intersection to the second intersection using the signal control parameter calculated based on the signal, and calculating a signal control parameter by changing the distribution ratio; It is characterized by searching for an allocation rate and a signal control parameter in which the evaluation index value satisfies a predetermined condition by repeating a process of calculating a value.

  In the first invention, the ninth invention, and the tenth invention, traffic to a plurality of routes is calculated in order to calculate traffic parameters for traffic control of vehicles traveling on a plurality of routes from an arbitrary first intersection to a second intersection. The flow distribution rate is initially set. Next, signal control parameters at intersections included in each route when the traffic flow is distributed to each of the plurality of routes at the set traffic flow distribution ratio are calculated. Based on the set distribution ratio and signal control parameters, the delay time with respect to the traffic flow of each route and the number of stops of each vehicle when actual signal control is performed are obtained. While changing the distribution ratio, the evaluation index value of the traffic flow reflecting the signal control according to the distribution ratio (for example, the weighted sum of the delay time and the number of stoppages of the vehicle) is obtained, so that the evaluation index value is a predetermined condition. An allocation ratio and signal control parameters that satisfy (for example, the minimum) are obtained by searching.

  In the second invention, the evaluation index value for the traffic flow in each route from the first intersection to the second intersection is based on the traffic simulation using the traffic volume generated on the route and the branching rate at the branch included in the route. Is required. The route to which the traffic flow is distributed varies depending on the change in the ratio of the inflow amount at each intersection included in the route in which traveling direction. By changing the branching rate at each intersection, the traffic flow distribution rate is effectively changed as a result. As a result, it is possible to execute a simulation with high accuracy, and it is possible to effectively obtain a distribution rate in which the evaluation index value satisfies a predetermined condition.

  In the third invention, when searching for an allocation rate and a signal control parameter whose evaluation index value satisfies a predetermined condition in the first invention or the second invention, an arbitrary first from a plurality of routes from the first intersection to the second intersection. The route and the second route are selected, and the distribution rate is changed by increasing or decreasing the distribution rate between the selected first route and second route. By selecting the route for all combinations, it is reliably recognized that the evaluation index value will be better if the distribution ratio to any route is changed, and the distribution ratio and signal control satisfying the predetermined condition for the evaluation index value Parameters are searched efficiently.

  In the third invention, when the distribution ratio of the selected first and second routes is changed by increasing / decreasing each other, the branching rate at each intersection on the selected first route and second route is changed according to the increase / decrease. Need to be changed. In the fourth invention, the branching rate at each intersection on the selected route is changed as follows. When the distribution ratio of the first route is increased, the ratio of vehicles using the first route among vehicles passing through a plurality of routes from the first intersection to the second intersection is inconsistent unless increased. The ratio of vehicles using the first route does not substantially increase unless the branching rate in the outflow direction along the first route increases according to the increase in the distribution rate at each branch on the first route. . Therefore, at each branch on the selected route, the branching rate in the outflow direction along the selected route is increased or decreased according to the increase / decrease of the distribution rate. Thereby, the allocation rate and the signal control parameter satisfying the predetermined condition of the evaluation index value are searched for accurately and reliably.

  In the fifth invention, when signal control is actually performed at each intersection based on the load factor indicating the ratio of the traffic flow to the saturated traffic flow in each inflow path to the intersection, in order to execute an accurate simulation The load factor at each intersection that changes according to the changed distribution rate needs to be calculated. In the fifth aspect of the invention, the load factor in the inflow path along the selected route is calculated using the increase / decrease of the distribution rate of the selected route, and the realistic signal control parameter is calculated based on the calculated load factor. Calculated. As a result, the allocation rate and the signal control parameter for which the valid predetermined evaluation index value satisfies the predetermined condition are searched accurately and reliably.

  In the sixth aspect of the invention, the selected route utilization rate in the fourth or fifth aspect of the invention is calculated based on actually measured position information at a plurality of points in time for each vehicle. The position information of each vehicle may be position information acquired in time series using GPS (Global Positioning System) or specified based on information indicating that an optical beacon installed on a road has passed. It may be position information. Thereby, a realistic simulation can be executed with high accuracy, and an effective distribution ratio and signal control parameters are searched.

  In the first to sixth inventions, a distribution rate that makes the traffic flow on the plurality of routes from the first intersection to the second intersection the smoothest is searched. Further, in the seventh aspect of the invention, route information is notified to each vehicle so that the traffic flow is distributed to each route at the searched distribution rate. As a result, a smooth traffic flow can be expected, such as prompting the vehicle to flow into a congested route to select another route.

  In the first to sixth aspects of the invention, a signal control parameter is searched for in accordance with a distribution ratio that makes the traffic flow on the plurality of routes from the first intersection to the second intersection the smoothest. In the eighth aspect of the invention, the searched signal control parameter is output to the signal controller at each intersection. Thereby, signal control is actually performed based on the signal control parameter expected to make the traffic flow the smoothest.

  In the case of the present invention, the distribution rate that provides the smoothest traffic flow is obtained by searching for a plurality of routes from the first intersection to the second intersection. This makes it possible to determine at what ratio traffic flow should be allocated to which route, and to realize traffic control that smoothes the traffic flow.

  Hereinafter, the present invention will be specifically described with reference to the drawings showing embodiments thereof.

  FIG. 1 is a schematic diagram showing a configuration of a traffic control system including a traffic parameter calculation device according to the present embodiment. The traffic control system is connected to the signal lamps 1, 1,... Installed at the intersections C1, C2, C11,. Are controlled by signal controllers 2, 2, ..., vehicle detectors 3, 3, ... that detect the passage of vehicles V, V, ..., and in-vehicle devices mounted on some vehicles V, V, ... Including communication devices 7, 7,... In FIG. 1, some symbols and vehicles V, V,..., Vehicle detectors 3, 3,.

  The traffic control system basically detects the traffic volume of the vehicle groups V, V,... Flowing into the intersections C1, C2, C11,. Signal control according to traffic volume is performed at.

  The traffic control system in the first embodiment further includes a central device 4, a traffic parameter calculation device 5, and a position information collection device 6. The central device 4, the traffic parameter calculation device 5, and the position information collection device 6 are installed in a traffic control center that is located away from the traffic road shown in FIG. 1 and are connected so as to communicate with each other. The signal controllers 2, 2, ..., the vehicle detectors 3, 3, ... and the communication devices 7, 7, ... are wirelessly connected to the central device 4, the traffic parameter calculation device 5, and the position information collection device 6 in the traffic control center. Or it is comprised so that communication is possible by wire.

  The vehicle detectors 3, 3,... Are installed on the road side of predetermined points upstream of all or some of the intersections C1, C2, C11,. The predetermined point is, for example, a point about 500 m to 1000 m upstream from the stop line. The vehicle detectors 3, 3,... Measure link traffic indicating the number of vehicles passing through each link. The vehicle detectors 3, 3,... Use the ultrasonic type, loop type, ultrasonic Doppler type, optical type (optical beacon), image processing type, infrared type, etc. to detect vehicles V, V,. Detect and measure link traffic. The vehicle detectors 3, 3,... Transmit the measured link traffic volume to the central device 4, the traffic parameter calculation device 5, or the position information collection device 6 in the traffic control center.

  If the vehicle detectors 3, 3,... Are of an image processing type that has a camera and senses the presence of the vehicle by image processing, the vehicle detectors 3, 3,. ,... May be identified. In this case, the vehicle detectors 3, 3,... Transmit information identifying the vehicle and information identifying the vehicle detectors 3, 3,. Thereby, the locus information of the vehicles V, V,.

  The communication devices 7, 7,... Are installed near the intersection. The communication devices 7, 7,... Need not be installed corresponding to all links. The communication devices 7, 7,... Have a bidirectional communication function for transmitting / receiving information to / from vehicle-mounted devices mounted on some of the vehicles V, V,. Is passed, the identification information and the probe information of the vehicle-mounted device are received from the vehicle-mounted device of the vehicle, and transmitted to the central device 4 or the position information collecting device 6. The communication devices 7, 7,... May add the time information when the probe information is received and transmit it to the position information collection device 6. As the communication devices 7, 7,..., For example, an optical beacon or a roadside wireless device having a bidirectional communication function with the vehicle-mounted device can be used. When using an optical beacon as the communication device 7, 7,..., For example, it is installed at the upstream point of each link, that is, immediately downstream of the intersection exit. The information transmitted from the vehicle-mounted device includes the vehicle-mounted device identification information and the identification number (beacon number) of the vehicle detector 3 installed on the link that has passed immediately before. The communication devices 7, 7,... Add their own identification information or information for identifying the installed link to the information received from the vehicle-mounted device, and transmit the information to the position information collection device 6. The position information collection device 6 can grasp the trajectory of the vehicle identified by the identification number of the vehicle-mounted device as the trajectory information (L11 → L12 →...) That associates the identification number of the passed link in time series. When the vehicle-mounted devices mounted on the vehicles V, V,... Have a GPS function, the communication devices 7, 7,... Receive probe information transmitted together with the vehicle-mounted device identification information from the vehicle-mounted devices. The information may be transmitted to the position information collecting device 6.

  If the vehicle detectors 3, 3,... Themselves have a bidirectional communication function with respect to the vehicle-mounted device, such as when the vehicle detectors 3, 3,. It does not necessarily have to be installed.

  The probe information described above is information including the time, the position of the vehicle, and the speed for each fixed time or every fixed travel distance. The in-vehicle device acquires the time, the position and speed of the vehicle measured by the GPS function at a certain time or every certain mileage, records and accumulates them, and within the communicable area of the communication devices 7, 7,. Sent when entering. The probe information may be collected by the position information collection device 6 directly from a mobile phone or the like installed in the vehicle.

  The position information collecting device 6 collects information transmitted from the vehicle detectors 3, 3,... And the communication devices 7, 7,. The position information collecting device 6 stores the traffic volume measured by the vehicle detectors 3, 3,. Further, the position information collection device 6 may receive information from the vehicle-mounted device via the communication devices 7, 7,. Specifically, the position information collection device 6 receives the identification information of the vehicle detectors 3, 3,... That each vehicle V, V,... Has passed, and the identification information of the vehicle-mounted devices of each vehicle V, V,. To do. As a result, the position information collecting device 6 identifies each link specified by the identification information of the vehicle detectors 3, 3,..., The vehicle that has passed the link, and which link has passed each vehicle. The trajectory information (L11 → L12 →...) Shown can be specified. The position information collecting device 6 stores the position information of each vehicle V, V,... In time series based on the position information based on the GPS function transmitted from the vehicle-mounted devices mounted on the vehicles V, V,. Thus, the trajectory information may be specified. In this way, the trajectory information of each vehicle is collected in the position information collection device 6 so that the central device 4 or the traffic parameter calculation device 5 can use the trajectory information.

  As will be described later, the traffic parameter calculation device 5 calculates traffic parameters for traffic control that facilitates traffic flow, such as signal control parameters based on the traffic volume of the vehicle.

  The central device 4 transmits an instruction to the signal controllers 2, 2,... Using the information output from the traffic parameter calculation device 5 and the position information collection device 6, so that the signal lamps 1, 1, ... can be systematically controlled. The central device 4 can execute signal control based on the traffic parameters calculated by the traffic parameter calculation device 5 and the vehicle trajectory information obtainable from the position information collection device 6.

  In the schematic diagram of FIG. 1, a part of the traffic road including the first intersection C1 and the second intersection C2 is schematically shown. Note that a rectangular area indicated by a broken line in FIG. In FIG. 1, four routes are shown as routes from the first intersection C1 to the second intersection C2. In FIG. 1, L11, L12,... Are links on each route. The first route includes links L11, L12, L13, L14, L15, and L16, and includes intersections C1, C11, C12, C13, C14, C15, and C2 on the route. The second route includes links L21, L22, L23, and L24, and includes intersections C1, C21, C22, C23, and C2 on the route. The third route includes links L31, L32, L33, L34, and L35, and includes intersections C1, C31, C32, C33, C34, and C2 on the route. The fourth route includes links L41, L42, L43, and L44, and includes intersections C1, C41, C42, C43, and C2 on the route.

  The traffic parameter calculation device 5 in the present embodiment is a traffic that smoothes the traffic flow on a plurality of routes Pi (i = 1,..., N, here N = 4) from the first intersection C1 to the second intersection C2. Calculate traffic parameters for control. The traffic parameters are the distribution ratio of the traffic flow to each route Pi for smoothing the traffic flow from the first intersection C1 to the second intersection C2, and the intersections C1, C2, C11,. Signal control parameters. For example, when the intersection C22 becomes a bottleneck and there is a chronic traffic congestion on the second route P2, the distribution rate is determined when the traffic flow passing through the intersection C22 is distributed to other routes. Is a reference value for estimating whether traffic flow will be smoothed. The signal control parameter is a signal control parameter for facilitating the traffic flow when the traffic flow is allocated to each route Pi at the distribution rate, and is obtained based on the traffic load factor at each intersection.

  Below, the structure of the traffic parameter calculation apparatus 5 for implement | achieving calculation of such a traffic parameter, and the calculation process of a traffic parameter are demonstrated in detail. FIG. 2 is a block diagram showing a configuration of the traffic parameter calculation device 5 in the present embodiment. As the traffic parameter calculation device 5 in the present embodiment, a server computer or personal computer equipped with a CPU (Central Processing Unit) or a storage device can be used. The traffic parameter calculation device 5 includes a control unit 50 using a CPU, a storage unit 51 using a hard disk, a temporary storage unit 52 using a static random access memory (SRAM), a dynamic random access memory (DRAM), and the like. An auxiliary storage unit 53 using a disk drive and a communication unit 54 using a network card are provided.

  The storage unit 51 stores a control program 5P that causes the computer to function as the traffic parameter calculation device 5 according to the present invention. The temporary storage unit 52 is used for temporarily storing information generated by the processing of the control unit 50. The storage unit 51 or the temporary storage unit 52 stores vehicle trajectory information (time-series position information) and link traffic volume of each link by the control unit 50.

  The auxiliary storage unit 53 can read data from the portable recording medium 6 such as a DVD, a CD-ROM, or a flexible disk. The portable recording medium 6 records a control program 6P that causes the computer to operate as the traffic parameter calculation device 5. The control program 5P stored in the storage unit 51 may be a copy of the control program 6P read from the portable recording medium 6 by the auxiliary storage unit 53 by the control unit 50.

  The communication unit 54 has a function of realizing communication between the traffic parameter calculation device 5 and the vehicle detectors 3, 3,..., The central device 4, the position information collection device 6, or the communication devices 7, 7,. The control unit 50 can acquire the link traffic volume from the vehicle detectors 3, 3... And the trajectory information of each vehicle (position information at a plurality of points in time) from the position information collection device 6 via the communication unit 54. It is also possible to output the calculated traffic parameters to the central device 4. The link traffic volume may be acquired from the position information collection device 6.

  Details of the traffic parameter calculation process realized by reading the control program 5P from the storage unit 51 to the temporary storage unit 52 and executing it in the traffic parameter calculation device 5 having the hardware configuration described above will be described.

  FIG. 3 is a flowchart showing an example of a traffic parameter calculation process performed by the control unit 50 of the traffic parameter calculation device 5 in the present embodiment.

  First, when calculating the traffic parameter, the control unit 50 acquires and stores the trajectory information of the vehicle that actually travels in the control target area for a predetermined period from the position information collection device 6 (step S101). Here, the control target region is a range including a plurality of routes from the first intersection C1 to the second intersection C2 (rectangular region indicated by a broken line in FIG. 1). The vehicle trajectory information is temporarily stored in the storage unit 51 or the temporary storage unit 52.

  The control unit 50 acquires the link traffic volume of each link during the predetermined period from the vehicle detectors 3, 3,... Or the position information collection device 6, and stores the link traffic in the storage unit 51 or the temporary storage unit 52 (step S102). . The link traffic volume is the number of vehicles passing through the link for each link. The link traffic volume is the traffic volume of all vehicles measured and transmitted by the vehicle detectors 3, 3,... Installed on each link. The link traffic volume is not only the traffic volume of the links L11, L12,... On the route from the first intersection C1 to the second intersection C2, but also other link in the control target area, particularly the link traffic volume of the boundary link. Including.

  Based on the vehicle trajectory information stored in the storage unit 51 or the temporary storage unit 52, the control unit 50 includes four routes Pi (i = 1,..., N () from the first intersection C1 to the second intersection C2. = 4)) For each vehicle, the ratio xi (= ri / R) of the vehicles (number of vehicles ri) traveling on the route Pi out of the vehicles (number of vehicles R) traveling from the first intersection C1 to the second intersection C2 is calculated. It is set as an initial value of the reference distribution rate xi (i = 1,..., N) (step S103). The number R of vehicles that traveled from the first intersection C1 to the second intersection C2 is represented by the following equation (1).

Based on the vehicle trajectory information stored in the storage unit 51 or the temporary storage unit 52, the control unit 50 is based on the intersection Cim (m = 1,..., M (arbitrary natural number) on the route Pi; i = 1,. , N), the branching rate ak of the vehicle is calculated (step S104). For example, the controller 50 determines from the vehicle trajectory information whether each of the intersections C1, C2, C11,... Actually turns left, goes straight, or turns right, and the number of left turns, straight turns, and right turns is q1, respectively. When q2 and q3,
Left turn rate a1 = q1 / (q1 + q2 + q3)
Straight ahead rate a2 = q2 / (q1 + q2 + q3)
Right turn rate a3 = q3 / (q1 + q2 + q3)
Find the branching rate.
At this time, the left turn and the straight turn may be combined to calculate the left turn / straight forward rate a1 and the right turn rate a2.

  Based on the vehicle trajectory information detected by the links Lim (m = 1,..., M + 1; n = 1,..., N) on each route Pi, the control unit 50 counts the number of vehicles traveling on each link Lim. Of the Qim (m = 1,..., M + 1; i = 1,..., N), the route utilization rate bim (= ri / Qim), which is the ratio of the number of vehicles ri traveling on the route Pi, is calculated for each link Lim. (Step S105). For example, the second path P2 includes a link L21, a link L22, a link L23, and a link L24. Vehicles that travel on the link L22 are not all vehicles that have traveled on the link L21, but also include vehicles that have flowed in from other links, and travel on other links without flowing out to the link L23 at the intersection C22. There is a possibility of traveling on different routes. That is, the route usage rate is the probability of using the route Pi for each link Lim on each route Pi.

  The control unit 50 calculates the generated traffic volume at the boundary link of the control target region based on the link traffic volume for all the vehicles acquired and stored from the vehicle detectors 3, 3,... (Step S106). Specifically, the control unit 50 specifies the traffic volume flowing out from the control target area and the traffic volume flowing in at the boundary link, and calculates the generated traffic volume of all vehicles in the control target area by combining them. .

  The control unit 50 executes a traffic simulation using the branching rate calculated in step S104 and the generated traffic volume calculated in step S106 as input data (step S107). According to the traffic simulation in step S107, the four routes P1, P2, P3, and P4 from the first intersection C1 to the second intersection C2 are arranged at the ratio of the distribution ratios x1, x2, x3, and x4 set in step S103. ,..., The delay time and the number of stops are obtained.

  The control unit 50 calculates the weighted sum of the delay time and the number of stops obtained by the traffic simulation in step S107 as the initial value of the evaluation index value (step S108). The evaluation index value calculated as the initial value indicates the traffic flow situation in the entire four routes from the first intersection C1 to the second intersection C2 based on the actually measured vehicle trajectory information.

  Next, the control unit 50 calculates the evaluation index value by gradually changing the allocation rate with respect to the evaluation index value of the traffic flow when the traffic flow is allocated at the actual allocation rate x1, x2, x3, x4. Then, a process for searching for an allocation rate that optimizes the evaluation index value is performed (step S109). Details of step S109 will be described later.

  The control unit 50 obtains the distribution rate searched for by the process of step S109 and the signal control parameter in that case. The control unit 50 outputs the obtained distribution ratio and signal control parameter to the central device 4 (step S110), and ends the process.

  4 and 5 are flowcharts showing details of the allocation rate search process performed by the control unit 50 of the traffic parameter calculation apparatus 5 in the present embodiment.

  The control unit 50 optimizes the evaluation index value when the traffic flow is allocated to the distribution ratios x1, x2, x3, and x4 based on the actual measurement, that is, the initial value of the evaluation index value calculated in step S108 in the flowchart of FIG. A solution is set (step S201).

  The control unit 50 uses the routes Pi, Pj (i = 1,..., N; j = 1) to change the distribution ratio among the four routes P1, P2, P3, P4 from the first intersection C1 to the second intersection C2. ,... N: i ≠ j) is selected (step S202). When there are N routes, the control unit 50 selects N (N-1) routes and performs the following processes.

  The control unit 50 increases the distribution rate xi of the route Pi by Δx (xi ← xi + Δx) among the distribution rates xi and xj of the traffic flow to the selected routes Pi and Pj, and sets the distribution rate xj of one route Pj. Δx is decreased (xj ← xj−Δx) (step S203). Here, Δx is an arbitrary constant such as 0.01.

  In the selection process in step S202, for example, the initial distribution ratios x1, x2, x3, and x4 obtained based on the actual measurement may be referred to, and the route with the highest distribution ratio may be preferentially selected.

  Next, the control unit 50 recalculates the branching rates ak at the respective intersections Cim on the selected routes Pi and Pj in order to reflect the distribution rates xi and xj increased or decreased in step S203 in the traffic simulation (step S204). . Specifically, the branching rate ak is corrected by Equation (2) so that the branching rate in the direction along the route Pi increases at each intersection Cim on the route Pi according to the increased distribution rate Δx. . On the contrary, at the intersection Cjm on Pj, the calculated branching rate ak is corrected by the equation (3) so that the branching rate in the direction along the route Pi decreases according to the reduced distribution rate Δx. . In the following equations (2) and (3), the corrected branching rate is indicated by ak ′. Further, Qim (m = 1,..., M + 1) in the expressions (2) and (3) is the number of vehicles passing through the link Lim that is an inflow path to each intersection Cim on the selected route Pi. Similarly, Qjm (m = 1,..., M + 1) is the number of vehicles passing through the link Ljm which is an inflow path to the intersection Cjm on the selected route Pj.

  As can be seen from the equations (2) and (3), the control unit 50 increases or decreases the branching rate in the direction along the route Pi in accordance with the increase or decrease of the distribution rate in order to increase or decrease the distribution rate xi. The total rate is corrected to be “1”.

  FIG. 6 is an explanatory diagram showing an outline of correction of the branching rate according to the increase / decrease of the distribution rate. In FIG. 6, among the routes P1 to P4 to the first intersection C1 and the second intersection C2 shown in FIG. 1, the second route P2 and the third route P3, and the intersections C21, C22,. Show. When the second route P2 and the third route P3 are selected by the processing of the control unit 50, the branching rate at the intersections C21, C22, C23 on the second route P2, and the intersections C31, C32 on the third route P3. , C33 and C34 are corrected.

  In the explanatory diagram of FIG. 6, the branch rate before correction at the intersection C22 is the left turn rate a1, the straight travel rate a2, and the right turn rate a3. When the traffic simulation is performed without modifying the branching rates a1, a2, and a3, although the distribution rate of the second route P2 is desired to be increased by Δx, the distribution rate is increased by Δx. I have never done a traffic simulation. That is, the vehicle that has flowed into the link L21 immediately after the intersection C1 increases by Δx. However, if a left turn vehicle or a right turn vehicle occurs at the intersections C21, C22, C23 from the increased amount, the distribution of the second route P2 results. The traffic simulation is not performed with the rate increased by Δx. Therefore, also at the intersection C22, the straight traveling rate a2 that is the branching rate in the direction along the second route P2 is increased according to the increased Δx. The branching rates a1 and a3 in the other directions are decreased according to the increase in the overall traffic flow of the route P2.

  In the case of the explanatory diagram of FIG. 6, the number of left turn and the right turn at the intersection C22 should be the same as before the correction. The increase in Δx is not related to the number of turns. The corrected branching ratios a1 and a3 in other directions are obtained as a ratio obtained by dividing the number before correction by the number of vehicles after increase in the link L22 (formula (2)) and decreases. The branching ratio a2 in the direction along the second route P2 after correction is obtained as a ratio obtained by dividing the number before the correction by adding the number corresponding to the increase in the link L22 by the number of vehicles after the increase. ,To increase.

  Further, in order to reduce the distribution rate of the third route P3 according to Δx, the branching rate at the intersections C31, C32, C33, and C34 is reduced, and the straight traveling rate a2 that is the branching rate in the direction along the third route P3 is reduced. Decrease in accordance with Δx. The branching rates a1 and a3 in the other directions are increased in accordance with a decrease in the overall traffic flow of the route P3.

  Thereby, the distribution rate of each route Pi is substantially increased. Therefore, the traffic simulation using the branching rate when the allocation rate is changed can be executed with high accuracy, and the allocation rate and the signal control parameter at which the traffic flow is most smooth can be obtained with high accuracy.

  Returning to the flowcharts of FIGS. 4 and 5, the description will be continued. Next, the control unit 50 reflects the load factors at the intersections Cim (m = 1,..., M + 1) on the selected routes Pi and Pj in order to reflect the distribution rates xi and xj increased or decreased in step S203 in the signal control parameters. Each is calculated (step S205). Specifically, the load factor at the main intersection on the route Pi (for example, the intersection C22 when the second route P2 is selected) is calculated. Further, for example, the load factors are calculated as load factors ρ1 and ρ2 for two indications at the intersection. The load factor is basically expressed as the following equation (4). Expression (4) is an expression for obtaining the load factor ρ1 for the present indication 1 corresponding to the direction along the path Pi. In Expression (4), Qim is the number of inflows to the intersection Cim per unit time, E is the number of remaining profits, and s is the saturated traffic flow rate. The calculation of the load factor is a known technique, and various methods based on Expression (4) may be used.

  In step S205, the control unit 50 calculates the load factor ρ by adding an increase / decrease corresponding to the increase / decrease of the distribution rate to the number of inflowing molecules Qim in the equation (4). Thereby, the load factor can be obtained with high accuracy. For example, when the distribution rate xi is increased by Δx, the number of traveling vehicles Qim in the direction of the route Pi is increased as shown in the equation (5) to calculate the load factor, and the distribution rate xj is decreased by Δx. Accordingly, the load factor is calculated by reducing the traveling number Qjm in the direction of the route Pj as shown in the equation (6).

  Next, using the load factor calculated in step S205, the control unit 50 calculates signal control parameters such as the cycle length C of the subareas on the paths Pi and Pj, the split T at each intersection Cim, Cjm,. (Step S206). Specifically, the control unit 50 calculates the cycle length C and the split T based on, for example, the following formulas (7) to (9). L in the equations (7) to (9) is a loss time (a time in which all the signal lamps 1, 1,... Become red during the present at the intersection), and a and b are the required cycle length C. This is a predetermined coefficient that takes into account a margin.

  The control unit 50 executes a traffic simulation using the signal control parameters calculated in step S206 and the current standard offset values of the links Lim,..., Ljm,. Step S207).

  Here, the initial value of the current standard offset value is the offset value actually set by the signal lamps 1, 1,... Corresponding to the actually measured traffic volume. The reference offset value is updated in a later-described process so that the evaluation index value becomes better, the process returns to step S202, and step S207 is executed again. Therefore, the current reference offset value is Is the updated offset value.

  In step S207, the control unit 50 assumes that the signal control parameters (cycle length, split) calculated in step S206 are used for the control by the signal controller 2 at the central intersection in the subareas of the selected routes Pi and Pj. Run a traffic simulation. Then, for the signal controllers 2, 2,... At intersections other than the central intersection, the calculated cycle length C is used, and the traffic simulation is executed with the split fixed.

  The control unit 50 calculates the weighted sum of the delay time and the number of stops obtained by the traffic simulation in step S207 as an evaluation index value (step S208), and sets it as a candidate solution (step S209).

  When executing the traffic simulation in step S207, the control unit 50 uses the current standard offset value. In the following processing, the traffic simulation is executed while gradually increasing or decreasing the offset value at each link Lim,..., Ljm,... On the selected Pi, Pj, and the link that has the most influence on optimizing the evaluation index value. Then, the offset value of the link is searched.

  The control unit 50 selects a link from the selected Pi and Pj (step S210), increases or decreases the offset value of the selected link by Δofs (step S211), and executes a traffic simulation (step S212). The control unit 50 selects all links from the selections Pi and Pj, increases or decreases the offset value, and determines whether or not the simulation is executed (step S213). If the control unit 50 determines that all links have not been executed (S213: NO), the control unit 50 returns the process to step S210, selects another link, and continues the process.

  When it is determined that the control has been executed for all the links (S213: YES), the control unit 50 specifies an optimum value among the evaluation index values calculated corresponding to all the links (step S214). Here, since the evaluation index value is a weighted sum of the delay time and the number of stops, the smallest value is specified as the optimum value.

  The control unit 50 uses the evaluation index value identified in step S214 as a candidate for the evaluation index value calculated based on the traffic simulation executed based on the offset value in the situation before the process of searching for the link. It is determined whether or not it is better than the solution (step S215). Specifically, the control unit 50 compares the candidate solution set in step S209 with the evaluation index value specified in step S214, and determines whether or not the evaluation index value specified in step S214 is better. Judging. Also in this case, since the evaluation index value is a weighted sum of the delay time and the number of stops, it is determined whether or not the evaluation index value specified in step S214 is smaller than the candidate solution.

  If the control unit 50 determines in step S215 that the candidate solution is better than the candidate solution (S215: YES), the controller 50 increases the offset value of the link corresponding to the evaluation index value specified in step S214 by Δofs or The value is updated to the decreased value and set as a reference offset value (step S216). Then, the candidate solution is updated with the value specified in step S214 (step S217), and the process returns to step S210. As a result, it is possible to identify the link having the best evaluation index value in the combination of the selected routes Pi and Pj and the offset value of the link. Here, the process returns to step S210 because the increase or decrease in the offset value of the link corresponding to the evaluation index value specified in step S214 is effective in optimizing the evaluation index value. This is because it is expected that the evaluation index value is improved by increasing or decreasing the link offset value.

  When it is determined in step S215 that the control unit 50 is not better than the candidate solution (S215: NO), the control unit 50 determines whether all the routes Pi and Pj are selected (N (N-1)). (Step S218). If the control unit 50 determines in step S218 that not all patterns have been selected (S218: NO), it returns the process to step S202, selects another combination of Pi and Pj, and selects the selected Pi and Pj. On the other hand, the process of searching for the link and offset that provides the best evaluation index value is continued.

  If the control unit 50 determines that all the routes Pi and Pj have been selected in step S218 (S218: YES), the control unit 50 is the most of the evaluation index values specified by the combination of all the routes Pi and Pj. It is determined whether the candidate solution updated as good is better than the optimal solution set in step S201 (step S219). When the control unit 50 determines that the candidate solution is better than the optimal solution (S219: YES), after the change of the paths Pi and Pj selected when the evaluation index value that is the candidate solution is calculated Distribution ratios xi, xj (xi ← xi−Δx, xj ← xj−Δx) are updated as reference distribution ratios (step S220), and the optimal solution is updated with the candidate solutions (step S221). Then, the control unit 50 returns the process to step S202, and further changes the distribution ratios xi and xj of the selected routes Pi and Pj by Δx with respect to the reference distribution ratio xi (i = 1,..., N = 4). Thus, it is searched whether there is an allocation rate for identifying a better evaluation index value.

  If the control unit 50 determines in step S219 that the candidate solution is not better than the optimal solution (S219: NO), the control unit 50 ends the process. If a better evaluation index value cannot be obtained even if the distribution ratio xi of any route Pi is changed, the evaluation index value stored as the optimal solution at that time is the smoothest traffic flow. This is because it can be said to be an evaluation index value.

  In this way, the control unit 50 can recognize which evaluation index value is favorable when the distribution ratio of which route Pi is changed steadily, and as a result, the processing can be made more efficient.

  The processes shown in the flowcharts of FIGS. 4 and 5 will be described in detail with reference to the drawings. FIG. 7 is an explanatory diagram showing an overview of processing for searching for a link and an offset value that are optimum evaluation index values. In the upper part of FIG. 7, among the routes P1 to P4 to the first intersection C1 and the second intersection C2 shown in FIG. 1, the second route P2 and the third route P3, and the intersections C21 and C22 on each route are shown. ,..., Links L21, L22,. The lower part of FIG. 7 shows the increase / decrease values of the offset values of the links L21, L22,.

  First, the control unit 50 selects the second route P2 and the third route P3, and increases the distribution rate x2 to the second route P2 by Δx as compared with the distribution rate x2 in the actual measurement. The distribution rate x3 is decreased by Δx. A traffic simulation is executed by calculating a branching rate, a load factor, a signal control parameter, and the like according to the increase / decrease of the distribution rates x2 and x3. The control unit 50 obtains an evaluation index value and sets it as a candidate solution. The control unit 50 selects one of the links L21,..., L24, L31,..., L35 on the second path P2 and the third path P3, and increases or decreases the offset value of the selected link.

  In the example shown in the explanatory diagram of FIG. 7, for example, in the first loop processing from step S210 to step S213, the control unit 50 selects the link L21 and increases it by Δofs (+ Δofs), and executes a traffic simulation. In the second time, the link L21 is selected and decreased by Δofs (−Δofs), and the traffic simulation is executed. The control unit 50 selects the link L22 for the third time and increases it by Δofs. As a result of executing the processing from step S210 to step S213 up to the 18th time for all links, the time when the offset value of the second link L21 is decreased by Δofs is identified as the optimum evaluation index value ( S214).

  When the control unit 50 determines that the evaluation index value at this time is better than the candidate solution (S215: YES), the control unit 50 decreases the offset value of the link L21 by Δofs to obtain a reference offset value (S216). The candidate solution is updated with the evaluation index value (S217). In the combination of the second route P2 and the third route P3, it can be determined that reducing the offset value of the link L21 further smoothes the traffic flow distributed at the changed distribution rate x2.

  The process returns to step S210, and the 19th and subsequent times are performed. When the offset value of the link L21 is set as a reference value (decrease by Δofs from the initial offset value), and the offset value of any of the links L21,..., L24, L31,. First, it is searched whether the evaluation index value is the best. As a result of executing the loop processing up to the 36th time, when the offset value of the twentieth link L21 is further reduced by Δofs is specified as the optimum evaluation index value, the offset value of the link L21 is The value is decreased by twice [Delta] ofs.

  As a result of executing the loop processing up to the 36th time, even when the offset value of the 20th link L21 is further reduced by Δofs is specified as the optimum evaluation index value, the candidate solution is processed in the second time. In some cases, it is not better than the candidate solution. In this case, the control unit 50 selects other routes Pi and Pj and repeats the process because no more candidate solutions can be obtained with the combination of the routes P2 and P3. In this way, by the processing from step S210 to step S215, the link that contributes most to smooth traffic flow when the respective distribution ratios are increased or decreased by Δx in the combination of the selected routes Pi and Pj, and the link And the amount of increase / decrease of the offset value are specified.

  Then, by selecting the routes Pi and Pj and repeating the processing, the processing is performed for all the combinations of the routes Pi and Pj (N (N-1) ways), and the obtained candidate solution is better than the optimal solution. If there is (S219: YES), the distribution rate after the change in step S203 is updated as the standard distribution rate (S220), and the optimal solution is updated with the candidate solution (S221). Further, the optimum solution is searched again by further increasing / decreasing the distribution ratio of Pi and Pj to be selected thereafter by Δx.

  If it is determined in step S219 that the candidate solution is not better than the optimal solution (S219: NO), the distribution rate updated as the reference allocation rate at that time, a signal calculated according to the allocation rate The control parameter and the link offset value updated as the reference offset value are obtained as the traffic parameters that most smoothly smooth the traffic flow.

  Traffic parameters such as signal control parameters including a distribution rate and an offset value that smooth the traffic flow obtained by the search are output to the central device 4 by the traffic parameter calculation device 5. At this time, it is desirable that the current allocation rate is also transmitted for comparison. The traffic parameters are used as information for traffic control in the central device 4.

  For example, information (downlink information) can be transmitted from the communication devices 7, 7,... Therefore, the central device 4 has the traffic parameters obtained by the communication devices 7, 7,... Installed on the inflow path to the first intersection C1 to the vehicles V, V,. You may send the traffic information based on. When the vehicle detectors 3, 3,... Have a bidirectional communication function with the vehicle-mounted devices, information may be transmitted from the vehicle detectors 3, 3,.

  FIG. 8 is a flowchart illustrating an example of processing performed using traffic parameters. The following processing is described as being performed by the central device 4 in the present embodiment, but may be performed by the traffic parameter calculation device 5 itself.

  The central device 4 is a vehicle that is about to enter the first intersection C1 by means of the vehicle detectors 3, 3,... Installed in the inflow path to the first intersection C1 in the control target area or the communication devices 7, 7,. V, V,... Are specified (step S301). The central device 4 communicates traffic information including a plurality of routes to the second intersection C2 and a distribution rate obtained for each route to be transmitted to the vehicle-mounted devices of the specified vehicles V, V,. .. Are transmitted to the devices 7, 7,... (Step S302). Further, since the central device 4 is expected to distribute the traffic flow to the distribution rate obtained by the processing of steps S301 and S302, each signal lamp is set with the signal control parameter that minimizes the delay time and the number of stops. In order to control the devices 1, 1,..., The obtained signal control parameters are transmitted to the signal controllers 2, 2,... (Step S303), and the process is terminated.

  In this case, when the vehicle-mounted device of each vehicle V, V,... Receives the route information and the distribution rate from the communication devices 7, 7,. The navigation device compares the received route information with the information on the set route to the target point. When the route to the target point is on the route included in the received information and the current distribution rate of the route is higher than the distribution rate for smooth traffic flow, the navigation device To display information on other routes on the display. Thereby, since congestion is anticipated, the driver can be prompted to select another route.

  The traffic information transmitted in step S302 may not include the route from the first intersection C1 to the second intersection C2 and the distribution rate. For example, the central device 4 compares the current distribution rate with the distribution rate that smoothes the traffic flow obtained by the processing of the traffic parameter calculation device 5. The route corresponding to the distribution rate that is higher than the distribution rate that smoothes the traffic flow in the current distribution rate and should be reduced may only transmit traffic information that congestion is expected.

  Further, the central device 4 groups the vehicles V, V,... That are about to enter the first intersection C1 according to a distribution ratio to a plurality of routes to the second intersection C2, and routes corresponding to the vehicles of each group. The route information may be transmitted in order to notify the user of the selection.

  By actually notifying each vehicle V, V,... To select another route according to the distribution rate, it can be expected that the traffic flow is distributed to the distribution rate that makes the traffic flow the smoothest. . In addition, the signal control parameters searched for the smoothest traffic flow are transmitted to the signal controllers 2, 2,..., And the signal control is actually performed at each signal controller 2, 2,. It is further expected that the vehicle delay time and the number of stops will be the smallest as simulated.

  As described above, traffic control that smoothes traffic flow that cannot be essentially realized only by signal control can be realized by obtaining and using distribution ratios for a plurality of routes.

  In the present embodiment, the central device 4, the traffic parameter calculation device 5, and the position information collection device 6 are configured as separate devices. However, it is good also as a structure implement | achieved by one apparatus which has all the functions of the central apparatus 4, the traffic parameter calculation apparatus 5, and the positional information collection apparatus 6. FIG.

  The disclosed embodiments should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic diagram which shows the structure of the traffic control system containing the traffic parameter calculation apparatus in this Embodiment. It is a block diagram which shows the structure of the traffic parameter calculation apparatus in this Embodiment. It is a flowchart which shows an example of the traffic parameter calculation process which the control part of the traffic parameter calculation apparatus in this Embodiment performs. It is a flowchart which shows the detail of the search process of the allocation rate which the control part of the traffic parameter calculation apparatus in this Embodiment performs. It is a flowchart which shows the detail of the search process of the allocation rate which the control part of the traffic parameter calculation apparatus in this Embodiment performs. It is explanatory drawing which shows the outline | summary of correction of the branching rate according to the increase / decrease in the allocation rate. It is explanatory drawing which shows the outline | summary of the process which searches the link used as an optimal evaluation index value, and an offset value. It is a flowchart which shows an example of the process performed using a traffic parameter.

Explanation of symbols

DESCRIPTION OF SYMBOLS 3 Vehicle detector 5 Traffic parameter calculation apparatus 50 Control part 51 Memory | storage part 5P Control program 6P Control program

Claims (10)

In a traffic parameter calculation device for calculating traffic parameters for traffic control of a vehicle traveling on a plurality of routes from an arbitrary first intersection to a second intersection,
A distribution rate setting means for setting a distribution rate of traffic flow to the plurality of routes;
Parameter calculation means for calculating signal control parameters at intersections on each route when traffic flow is distributed to each route at a set distribution rate;
An evaluation index value calculating means for calculating an evaluation index value for a traffic flow in a plurality of routes from the first intersection to the second intersection using the set distribution ratio and the signal control parameter calculated based on the distribution ratio;
By changing the distribution rate and repeating the calculation of the signal control parameter by the parameter calculation unit and the calculation of the evaluation index value by the evaluation value calculation unit, the distribution rate and the signal control parameter satisfying a predetermined condition for the evaluation index value are obtained. A traffic parameter calculation device comprising: search means for searching. The traffic parameter calculation device according to claim 1, wherein the search means changes the distribution rate by changing a branching rate at a branch at one or a plurality of intersections on each route. . Means for selecting an arbitrary first route and second route from a plurality of routes from the first intersection to the second intersection;
And a changing means for changing the distribution ratio by increasing the distribution ratio to the selected first route by a predetermined value and decreasing the distribution ratio to the second route by the predetermined value. Or the traffic parameter calculation apparatus of 2. The changing means is
The branching rate to the destination along the selected route at each intersection branch on the selected route,
Of the vehicles passing through a plurality of routes from the first intersection to the second intersection, the selection route utilization rate, which is the ratio of vehicles passing through the selected route, the distribution rate to the selected route, and the distribution rate The traffic parameter calculation device according to claim 3, wherein the traffic parameter is changed by using an increase / decrease. The calculating means includes
The load factor of the inflow path along the selected path at each intersection branch on the selected path,
Of the vehicles passing through a plurality of routes from the first intersection to the second intersection, the selection route utilization rate, which is the ratio of vehicles passing through the selected route, the distribution rate to the selected route, and the distribution rate A means for calculating using the increase / decrease is provided,
The traffic parameter calculation device according to claim 3 or 4, wherein the signal control parameter is calculated based on the calculated load factor. Means for acquiring position information at a plurality of points in time for each vehicle;
The traffic parameter calculation device according to claim 4, further comprising: means for calculating the selected route usage rate based on the acquired position information. Means for identifying a vehicle flowing into the first intersection;
Output means for outputting information indicating each route to the second intersection to the identified vehicle;
7. The route information according to claim 1, wherein the output unit outputs route information to be directed to each route at a rate corresponding to the distribution rate searched by the search unit. Traffic parameter calculation device. 8. The apparatus according to claim 1, further comprising means for outputting the signal control parameter searched by the search means to a signal controller at each intersection on a plurality of routes from the first intersection to the second intersection. The traffic parameter calculation device according to claim 1. In a computer program for causing a computer to calculate traffic parameters for traffic control of a vehicle traveling on a plurality of routes from an arbitrary first intersection to a second intersection,
On the computer,
Setting a distribution ratio of traffic flow to the plurality of routes;
A parameter calculating step for calculating signal control parameters at intersections on each route when traffic flow is distributed to each route at a set distribution rate;
An evaluation index value calculating step for calculating an evaluation index value for a traffic flow in a plurality of routes from the first intersection to the second intersection using the set distribution ratio and the signal control parameter calculated based on the distribution ratio; and To change the rate,
By changing the allocation rate and repeating the calculation of the signal control parameter in the parameter calculation step and the calculation of the evaluation index value in the evaluation index value calculation step, the allocation rate and signal control satisfying the predetermined condition for the evaluation index value A computer program characterized by having a parameter searched. In a traffic parameter calculation method for calculating traffic parameters for traffic control of a vehicle traveling on a plurality of routes from an arbitrary first intersection to a second intersection,
Setting a distribution ratio of traffic flow to the plurality of routes,
When traffic flow is distributed to each route at the set distribution rate, signal control parameters at intersections on each route are calculated,
Using the set allocation rate and the signal control parameter calculated based on the allocation rate, calculating an evaluation index value for traffic flow in a plurality of routes from the first intersection to the second intersection;
Searching for a distribution rate and a signal control parameter for which the evaluation index value satisfies a predetermined condition by repeating the process of calculating the signal control parameter by changing the distribution ratio and the process of calculating the evaluation index value Parameter calculation method.

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