JP2011095959A - Traffic signal control system and signal control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traffic signal control system and a signal control apparatus used for them, allowing optimum signal control, wherein a model of a vehicle and a travel situation of each vehicle are taken into consideration. <P>SOLUTION: An arithmetic portion 101 obtains traffic volume for each model of the vehicle of each entering road in past one period (step S01). Next, the arithmetic portion 101 obtains vehicle model conversion traffic volume, by using a conversion coefficient of each model of the vehicle to the traffic volume (S02). Next, the arithmetic portion 101 obtains a saturation degree of each entering road by use of a saturation traffic flow rate in each entering road (step S03). Then, the arithmetic portion 101 calculates a split of each aspect in an intersection by use of the saturation degree of each entering road (step S04). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a traffic signal control system that controls a signal lamp installed at an intersection, and a signal control device used in the traffic signal control system.

  Signal control methods for traffic signal controllers can be broadly classified from the viewpoint of setting method of signal control parameters (split, cycle length, offset, etc.), fixed-cycle control that sets signal control parameters according to time zones, and traffic conditions There are two types of traffic sensitive control that set signal control parameters according to the conditions.

  Among these, the latter traffic sensitivity control is the terminal sensitivity control (micro control) performed for each traffic signal controller of the terminal and the central sensitivity that changes the signal control parameters for multiple intersections that are route system controlled or surface controlled. It is classified as control (macro control).

  Since the above-mentioned central sensitive control can perform advanced system control and wide area control (surface control) corresponding to fluctuations in traffic flow, roads with high temporal traffic fluctuations, heavy traffic volumes, and high traffic processing efficiency are required. The program selection control or the program formation control is adopted.

  The program selection control is a method of selecting one optimal program for a traffic state at that time from a plurality of preset programs based on vehicle sensor information. The program formation control is a method of determining signal control parameters and signal display switching timing online based on vehicle sensor information, instead of setting a finite number of parameter values in advance.

In the central sensitive control performed by the signal control device installed in the traffic control center, program selection control is generally adopted, but this has the following disadvantages.
(1) A great deal of labor is required to design parameters.
(2) Redesign is required when the traffic situation changes greatly due to aging.
(3) The evaluation index (weighted sum of traffic volume and occupation rate) is empirical and ambiguous.
(4) The cycle length tends to be long in order to provide a margin, and it is easy for wasteful green time to occur or for the pedestrian waiting time to increase.

  Therefore, in order to solve the above disadvantages, a program control is performed in which the signal control device of the traffic control center automatically updates signal control parameters such as split, cycle length and offset according to traffic conditions. The control method is called “MODERATO (Management by Origin-Destination Related Adaptation for Traffic Optimization) control” in Japan (see Non-Patent Document 1).

"Revised Traffic Signal Guide" Editorial and publication Traffic Engineering Research Group (16-18, 83-87)

  In the program formation control, the signal control device grasps the traffic situation based on the detection result of the vehicle detector installed on the road, and can almost accurately acquire the number of vehicles and the degree of congestion.

  However, since the ultrasonic vehicle sensor that occupies most of the vehicle detectors cannot measure the type of vehicle (ordinary vehicle, large freight vehicle, passenger bus, etc.), the signal control device controls most of the vehicle detectors. In the target area, signal control considering the type of vehicle could not be performed. In addition, since the ultrasonic vehicle sensor cannot identify individual vehicles, the signal control device can perform signal control in consideration of the traveling state of the individual vehicles in most control target areas. There wasn't.

  The present invention has been made in view of such circumstances, and is used in a traffic signal control system capable of performing optimal signal control in consideration of the type of vehicle and the traveling state of each vehicle, and the traffic signal control system. An object is to provide a signal control device.

  A traffic signal control system according to a first aspect of the present invention includes a signal control device that controls a signal lamp installed at an intersection, and a vehicle sensor that reads vehicle information related to the vehicle recorded on a non-contact tag mounted on the vehicle. A traffic signal control system comprising: an acquisition unit configured to acquire vehicle information read by the vehicle detector; and a signal lamp control unit configured to control the signal lamp based on the vehicle information acquired by the acquisition unit. Parameter calculating means for calculating a signal control parameter, and control means for controlling the signal lamp based on the signal control parameter calculated by the parameter calculating means (claim 1).

  In the first aspect of the invention, a non-contact tag such as an IC tag is embedded in a vehicle body (dashboard or the like) or an article (for example, a license plate or an automobile inspection certificate) that must be provided in the vehicle. Vehicle information about the vehicle is recorded in the contact tag. The vehicle information may include vehicle type information related to the type of vehicle (Claim 2), or may include identification information for identifying the vehicle (Claim 4). Examples of the vehicle type include, but are not limited to, ordinary cars, large freight cars, and passenger buses. In addition, as the identification information for identifying the vehicle, for example, a vehicle registration number can be cited, but the present invention is not limited to this.

  A vehicle detector capable of reading the non-contact tag is installed on the road, and vehicle information is collected by the vehicle detector. The signal control device acquires vehicle information through the vehicle sensor, and calculates signal control parameters such as cycle length, split, and offset based on the vehicle information. Thereby, the optimal signal control which considered the kind of vehicle and the driving | running | working condition of each vehicle can be performed.

  The control means for controlling the signal lamp device may be provided in the signal control device, or may be provided separately from the signal control device. When provided separately from the signal control device, for example, a traffic signal controller installed at each intersection can be used as the control means.

  When the vehicle information includes vehicle type information, the parameter calculating means converts the inflow traffic volume at the intersection with a coefficient corresponding to the vehicle type based on the vehicle type information included in the vehicle information. Is preferably configured to calculate a signal control parameter based on the vehicle type-converted traffic volume calculated by the traffic volume calculating means.

  By calculating the signal control parameter based on the vehicle type-converted traffic volume, it is possible to perform fine signal control in consideration of the type of vehicle. For example, the conversion factor for ordinary cars is 1, the conversion factor for large freight cars is 1.2, the coefficient for passenger buses is 10, and the in-vehicle traffic is calculated by multiplying each inflow traffic by multiplying these conversion factors. When the signal control parameter is calculated based on the obtained value, the signal control can be performed so that the large freight vehicle and the passenger bus are given priority and the intersection is passed with a green light.

  On the other hand, when the vehicle information includes identification information, the parameter calculation means, based on the identification information included in the vehicle information, transfers traffic to each of one or more outflow destinations in each inflow path at the intersection. It is preferable that a traffic volume calculation unit for each direction for calculating the volume is provided, and the signal control parameter is calculated based on the traffic volume calculated by the traffic volume calculation unit for each direction.

  Based on the identification information of each vehicle, it is possible to grasp from which inflow path each vehicle entered and exit from which outflow path at the intersection. The traffic volume to each of a plurality of outflow paths can be obtained. Therefore, if the signal control parameter is calculated based on the traffic volume by direction, more optimal signal control can be performed.

  Further, the signal control device includes time information acquisition means for acquiring time information related to a time when the vehicle detector reads the vehicle information, and the parameter calculation means includes identification information included in the vehicle information, Based on the time information of the vehicle information acquired by the time information acquisition means, it comprises arrival time calculation means for calculating the time when the vehicle reaches the intersection, and based on the arrival time calculated by the arrival time calculation means, It is preferable that the signal control parameter is calculated.

  Based on the identification information of the vehicle and the time information of the vehicle information including the identification information, the time at which the vehicle reaches the intersection can be predicted using a predetermined speed. If the signal control parameter is calculated, more optimal signal control can be performed. A predetermined value (for example, 40 km / h) may be used as the predetermined speed. However, when the speed of the vehicle can be acquired, the arrival time can be obtained more accurately by using this speed. Thus, signal control can be performed more optimally.

  The signal control device according to the second invention is a signal control device used in the traffic signal control system of the first invention (claim 7).

  ADVANTAGE OF THE INVENTION According to this invention, the optimal signal control which considered the kind of vehicle and the driving | running | working condition of each vehicle can be performed.

It is a schematic diagram which shows the outline | summary of the traffic signal control system containing the signal control apparatus which concerns on this invention. It is a block diagram which shows an example of a structure of the signal control apparatus which concerns on this invention. It is a flowchart which shows the procedure of a signal control parameter calculation process. It is a figure which shows an example of the present structure in intersection IS. 10 is a flowchart illustrating a procedure of signal control parameter calculation processing in the second embodiment. It is a figure which shows an example of the presenting structure in intersection IS after adding a time difference presenting. 10 is a flowchart illustrating a procedure of signal control parameter calculation processing in the third embodiment.

(Embodiment 1)
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing an outline of a traffic signal control system including a signal control device according to the present invention. The traffic signal control system includes a signal control device 1, a traffic signal controller 2, a signal lamp 3, a vehicle sensor 4, a non-contact tag 5, a vehicle 6, and the like. The signal control device 1 is installed in a traffic control center, and is connected to a traffic signal controller 2 installed at each of a plurality of intersections IS via a communication line such as a telephone line. The signal control device 1 may be installed on the road instead of being installed in the traffic control center. The signal lamp 3 represents a plurality of outflow paths RO1, outflow paths RO2, outflow paths RO3, and outflow paths RO4 at the intersection IS (hereinafter, these outflow paths are collectively referred to as “outflow paths ROi (i = 1 to 4)”). )) Near each upstream end (end on the intersection IS side) and connected to the traffic signal controller 2 by a power line. The signal lamp 3 includes a vehicle lamp and a pedestrian lamp. The vehicle detector 4 represents a plurality of inflow paths RI1, inflow paths RI2, inflow paths RI3, inflow paths RI4 (hereinafter, these inflow paths are collectively referred to as “inflow paths RIi (i = 1 to 4)” at the intersection IS. In the vicinity of the stop line ST1, stop line ST2, stop line ST3, stop line ST4 (hereinafter, these stop lines are collectively referred to as “stop line STi (i = 1 to 4)”). Are installed at the upstream ends of these inflow paths RIi (i = 1 to 4), and are connected to the signal control device 1 via a communication line such as a telephone line, etc. Further, the crosswalk CR1 flows in. Similarly, the pedestrian crossing CR2 is installed in the inflow tract RI2 and the outflow tract RO2, the pedestrian crossing CR3 is in the inflow tract RI3 and the outflow tract RO3, and the pedestrian crossing CR4 is outflowed in the inflow tract RI4. Road R 4, the vehicle 6 has a non-contact tag 5. The configuration of the intersection IS, such as the number of inflow paths and outflow paths, is an example and is limited to this. It is not a thing.

  The non-contact tag 5 is embedded in a main body (dashboard or the like) of the vehicle 6 or an article (for example, a license plate or an automobile inspection certificate) that is required to be provided in the vehicle 6. The non-contact tag 5 incorporates an IC chip capable of recording data, and wirelessly supplies power and transmits data. The IC chip includes a vehicle registration number of the vehicle 6 (for example, “Osaka 500 a 1234”, etc.), a type (for example, a normal car, a large freight car, a passenger bus, etc.), a length, a width, a height, a weight, etc. The vehicle basic information is recorded, and a tag ID for identifying the tag itself is recorded.

  The vehicle 6 is equipped with a writing device (not shown) capable of recording data on the IC chip of the non-contact tag 5, and this writing device is provided every predetermined cycle (for example, 1 second). The speed information is acquired from the wheel speed sensor of the vehicle 6 and this speed information is recorded on the IC chip of the non-contact tag 5. Hereinafter, the tag ID, vehicle basic information, and speed information recorded on the IC chip of the non-contact tag 5 are collectively referred to as vehicle information.

  The vehicle sensor 4 includes a reading device 4a that reads vehicle information recorded in the non-contact tag 5, and a control device 4b that controls the reading device 4a. The control device 4b records a sensor ID for identifying its own vehicle sensor 4 in a storage unit in the control device 4b. The reading device 4 a supplies power to the non-contact tag 5 of the vehicle 6 that passes directly below, and reads vehicle information recorded on the non-contact tag 5. The reading device 4a transmits the read vehicle information to the control device 4b. When receiving the vehicle information, the control device 4b records the received time and the received vehicle information in a pair in the storage unit of the control device 4b, counts up the received vehicle information by one, and sets the vehicle 6 The traffic volume is recorded in the storage unit. After performing this process for a predetermined period (for example, 1 minute), the control device 4b senses the sensor ID, the reception time and all pairs of vehicle information recorded in the storage unit, and the traffic volume. To the signal control device 1 as device information.

  The signal control device 1 acquires sensor information from the vehicle sensor 4 every predetermined period (1 minute). The signal control device 1 calculates a signal control parameter to be described later based on a sensor ID, a reception time and vehicle information pair included in the acquired sensor information, and a traffic volume every predetermined period (for example, 5 minutes). Processing is performed to calculate signal control parameters. The signal control parameters include cycle length (period in which signal display makes a round), split (time ratio of each indication in cycle length), offset (time difference in signal display start time between adjacent intersections IS), Information on the current lamp color and the number of seconds is included. The signal control parameter may include information on a combination pattern of a preset cycle length, split, and offset. The signal control device 1 transmits a signal control command including information on the calculated signal control parameter to the traffic signal controller 2.

  The traffic signal controller 2 controls lighting, extinguishing and blinking of each signal lamp of the signal lamp device 3 based on the signal control command received from the signal control device 1.

  Hereinafter, the signal control device 1 will be described in detail. FIG. 2 is a block diagram showing an example of the configuration of the signal control apparatus according to the present invention. The signal control device 1 includes a calculation unit 101, a storage unit 102, a reception unit 103, a transmission unit 104, and the like.

The arithmetic unit 101 is composed of one or a plurality of microcomputers and controls the entire apparatus. In addition, the calculation unit 101 calculates a signal control parameter by a signal control parameter calculation process described later.
The storage unit 102 records a result calculated by the calculation unit 101, information received by the reception unit 103, and the like.
The receiving unit 103 receives sensor information from the vehicle sensor 4.
The transmission unit 104 transmits a signal control command to the traffic signal controller 2.

  FIG. 3 is a flowchart showing a procedure of signal control parameter calculation processing. The calculation unit 101 performs the following signal control parameter calculation process at predetermined intervals (for example, 5 minutes).

  First, the calculation unit 101 determines the traffic volume TVij (i = 1 to 4, j = 1 to 3) for each type of vehicle in each inflow path RIi (i = 1 to 4) in the past one cycle (5 minutes). Is obtained (step S01). TV11 is the traffic volume of ordinary vehicles on the inflow route RI1, TV21 is the traffic volume of ordinary vehicles on the inflow route RI2, TV31 is the traffic volume of ordinary vehicles on the inflow route RI3, and TV41 is the traffic volume of ordinary vehicles on the inflow route RI4. TV12 is the traffic volume of the large freight vehicle in the inflow channel RI1, TV22 is the traffic volume of the large freight vehicle in the inflow channel RI2, TV32 is the traffic volume of the large freight vehicle in the inflow channel RI3, TV42 is the traffic of the large cargo vehicle in the inflow channel RI4 Amount. TV13 is the traffic volume of the passenger bus on the inflow route RI1, TV23 is the traffic volume of the passenger bus on the inflow route RI2, TV33 is the traffic volume of the passenger bus on the inflow route RI3, and TV43 is the traffic volume of the passenger bus on the inflow route RI4.

  Specifically, based on the type of vehicle included in the vehicle information acquired by the vehicle detector 4 installed at the downstream end of each inflow path RIi (i = 1 to 4), each inflow path RIi (i = 1 to 4) Understand whether each vehicle that flows into the intersection IS corresponds to a regular car, a large freight car, or a passenger bus, traffic volume TVi1 (i = 1 to 4) of a regular car, and a large freight car Traffic volume TVi2 (i = 1 to 4) and passenger bus traffic volume TVi3 (i = 1 to 4).

  Next, the calculation unit 101 calculates the traffic volume TVij (i = 1 to 4, j = 1 to 3) for each type of vehicle in each inflow path RIi (i = 1 to 4) obtained in step S01. Using the conversion coefficient COj (j = 1 to 3) for each type, the vehicle type converted traffic volume TVi (i = 1 to 4) is obtained by TVi = ΣCOj × TVij (Σ takes j = 1 to 3) ( Step S02). CO1 is a conversion factor for ordinary vehicles, CO2 is a conversion factor for large freight vehicles, and CO3 is a conversion factor for passenger buses. TV1 is a vehicle type conversion traffic volume in the inflow route RI1, TV2 is a vehicle type conversion traffic volume in the inflow route RI2, TV3 is a vehicle type conversion traffic volume in the inflow route RI3, and TV4 is a vehicle type conversion traffic volume in the inflow route RI4. As the conversion coefficient COj (j = 1 to 3) for each type of vehicle, a preset value may be used or may be changed according to a predetermined condition.

  Next, the calculation unit 101 sets the saturation PIi (i = 1 to 4) of each inflow path RIi to the saturated traffic flow rate PVi (i = 1 to 4) in each inflow path RIi (i = 1 to 4). ) To obtain PIi = TVi / PVi (step S03). PI1 is the saturation of the inflow channel RI1, PI2 is the saturation of the inflow channel RI2, PI3 is the saturation of the inflow channel RI3, and PI4 is the saturation of the inflow channel RI4. PV1 is a saturated traffic flow rate in the inflow route RI1, PV2 is a saturation traffic flow rate in the inflow route RI2, PV3 is a saturation traffic flow rate in the inflow route RI3, and PV4 is a saturation traffic flow rate in the inflow route RI4. The saturated traffic flow rate PVi (i = 1 to 4) may be a preset value or acquired by the vehicle detector 4 installed at the downstream end of each inflow path RIi (i = 1 to 4). You may obtain | require from the traffic volume per unit time calculated based on the vehicle information which carried out.

  Next, the calculation unit 101 calculates the splits for each indication at the intersection IS using the saturation PIi (i = 1 to 4) of each inflow path RIi (i = 1 to 4) obtained in step S03. (Step S04).

  For example, assume that the present configuration at the intersection IS is as shown in FIG. In the first display (walking vehicle), the vehicle goes straight from the inflow path RI2 to the outflow path RO4, turns left from the inflow path RI2 to the outflow path RO3, turns right from the inflow path RI2 to the outflow path RO1, and from the inflow path RI4. It is possible to go straight to the outflow path RO2, turn left from the inflow path RI4 to the outflow path RO1, and turn right from the inflow path RI4 to the outflow path RO3. A pedestrian can pass through the pedestrian crossing CR1 and the pedestrian crossing CR3. In the first display (pedestrian), among the signal lamps 3 installed in the outflow path RO2 and the outflow path RO4, the pedestrian lamp changes from blue to blinking, and the vehicle lamp is blue. Further, in the first display (walking), among the signal lamps 3 installed in the outflow path RO1 and the outflow path RO3, both the pedestrian lamp and the vehicle lamp are red.

  In the first display (vehicle), the vehicle goes straight from the inflow path RI2 to the outflow path RO4, turns left from the inflow path RI2 to the outflow path RO3, turns right from the inflow path RI2 to the outflow path RO1, and flows out from the inflow path RI4. A straight road to the road RO2, a left turn from the inflow path RI4 to the outflow path RO1, and a right turn from the inflow path RI4 to the outflow path RO3 are possible, and a pedestrian cannot cross the road. In the first display (vehicle), of the signal lamps 3 installed in the outflow path RO2 and the outflow path RO4, the pedestrian lamp is red, and the vehicle lamp is changed from blue to yellow and further to red. To do. In the first display (vehicle), both the pedestrian lamp and the vehicle lamp are red among the signal lamps 3 installed on the outflow path RO1 and the outflow path RO3.

  In the second display (pedestrian), the vehicle goes straight from the inflow path RI1 to the outflow path RO3, turns left from the inflow path RI1 to the outflow path RO2, turns right from the inflow path RI1 to the outflow path RO4, and from the inflow path RI3. It is possible to go straight to the outflow path RO1, turn left from the inflow path RI3 to the outflow path RO4, and turn right from the inflow path RI3 to the outflow path RO2, and the pedestrian can pass through the pedestrian crossing CR2 and the pedestrian crossing CR4. Moreover, in the 2nd display (walk), both the pedestrian lamp and the vehicle lamp are red among the signal lamps 3 installed in the outflow path RO2 and the outflow path RO4. In the second display (pedestrian), among the signal lamps 3 installed on the outflow path RO1 and the outflow path RO3, the pedestrian lamp changes from blue to blinking, and the vehicle lamp is blue.

  In the second display (vehicle), the vehicle goes straight from the inflow path RI1 to the outflow path RO3, turns left from the inflow path RI1 to the outflow path RO2, turns right from the inflow path RI1 to the outflow path RO4, and flows out from the inflow path RI3. A straight road to the road RO1, a left turn from the inflow path RI3 to the outflow path RO4, and a right turn from the inflow path RI3 to the outflow path RO2 are possible, and pedestrians cannot cross the road. In the second display (vehicle), both the pedestrian lamp and the vehicle lamp are red among the signal lamps 3 installed in the outflow path RO2 and the outflow path RO4. In the second display (pedestrian), among the signal lamps 3 installed in the outflow path RO1 and the outflow path RO3, the pedestrian lamp is red, the vehicle lamp is changed from blue to yellow, and further red. Change.

  In this present configuration, the first present (both the first present (walk) and the first present (vehicle)), the second present (second present (pedestrian) and second present ( Calculate splits for both vehicles).

  The saturation degree PGJ1 in the first display is determined by PGJ1 = MAX (PI2, PI4) because the saturation degree PI2 of the inflow path RI2 and the saturation degree PI4 of the inflow path RI4 are larger. Further, the saturation degree PGJ2 in the second display is obtained by PGJ2 = MAX (PI1, PI3) because it is the greater of the saturation degree PI1 of the inflow path RI1 and the saturation degree PI3 of the inflow path RI3. Therefore, the split between the first display and the second display can be obtained by the ratio of the saturation PGJ1 in the first display and the saturation PGJ2 in the second display, PGJ1: PGJ2.

  Hereinafter, the signal control parameter calculation process will be described using a specific example. For example, in step S01, in the inflow route RI1, the traffic volume of ordinary vehicles TV11 = 10 [units], the traffic volume of large cargo vehicles TV12 = 0 [units], and the traffic volume of passenger buses TV13 = 0 [units], In the inflow channel RI2, the traffic volume of ordinary vehicles is TV21 = 10 [units], the traffic volume of large freight vehicles is TV22 = 10 [units], and the traffic volume of passenger buses is TV23 = 0 [units]. Car traffic volume TV31 = 20 [units], large freight vehicle traffic volume TV32 = 0 [units], passenger bus traffic volume TV33 = 0 [units], and inflow channel RI4, normal vehicle traffic volume TV41 = Assume that 10 [units], large-sized freight car traffic TV42 = 0 [units], and passenger bus traffic TV43 = 0 [units].

  In step S02, assuming that the conversion factor CO1 for ordinary vehicles is 1.0, the conversion factor CO2 for large freight vehicles is 1.2, and the conversion factor for passenger buses is 10.0, the vehicle type equivalent traffic volume TV1 of the inflow route RI1 = 1. Calculated as 0.0 × 10 + 1.2 × 0 + 10.0 × 0 = 10 [units]. Similarly, the vehicle type equivalent traffic volume TV2 of the inflow route RI2 = 1.0 × 10 + 1.2 × 10 + 10.0 × 0 = 22 [units], and the vehicle type equivalent traffic volume TV3 of the inflow route RI3 = 1.0 × 20 + 1.2 ×. It is calculated that 0 + 10.0 × 0 = 20 [units] and the vehicle type conversion traffic volume TV4 of the inflow route RI4 = 1.0 × 10 + 1.2 × 0 + 10.0 × 0 = 10 [units].

  In step S03, the saturated traffic flow rate PV1 of the inflow route RI1 = saturated traffic flow rate PV2 of the inflow route RI2 = saturated traffic flow rate PV3 of the inflow route RI3 = saturated traffic flow rate PV4 of the inflow route RI4 = 1800 [unit / blue 1] Time], the saturation degree PI1 of the inflow channel RI1 = TV1 / PV1 = 10/1800 = 0.0056 is calculated. Similarly, the saturation PI2 of the inflow channel RI2 = TV2 / PV2 = 22/1800 = 0.0122, the saturation PI3 of the inflow channel RI3 = TV3 / PV3 = 20/1800 = 0.0111, and the saturation PI4 of the inflow channel RI4 = TV4 / PV4 = 10/1800 = 0.0056.

  In step S04, the saturation degree PGJ1 = MAX (PI2, PI4) = PI2 = 0.0122 in the first display is calculated. Further, the saturation degree PGJ2 = MAX (PI1, PI3) = PI3 = 0.0111 in the second display is calculated. Therefore, the split between the first display and the second display is calculated as PGJ1: PGJ2 = 0.122: 0.0111 = 52: 48. For example, if one cycle is 60 seconds, 31 seconds and 29 seconds are allocated to the first display and the second display, respectively.

  Conventionally, since the type of vehicle is unknown, the saturation is calculated using the traffic volume in each inflow path as it is, and the split is calculated. In this case, saturation PI1 of inflow path RI1 = traffic volume of inflow path RI1 / saturated traffic flow rate PV1 = 10/1800 = 0.0006 of inflow path RI1. Similarly, saturation PI2 of inflow channel RI2 = traffic volume of inflow channel RI2 / saturation traffic flow rate PV2 = 20/1800 = 0.0111 of inflow channel RI2, saturation PI3 of inflow channel RI3 = traffic volume of inflow channel RI3 / Saturated traffic flow rate PV3 of inflow channel RI3 = 20/1800 = 0.0111, saturation degree PI4 of inflow channel RI4 = traffic volume of inflow channel RI2 / saturated traffic flow rate PV4 of inflow channel RI2 = 10/1800 = 0. It becomes 0056.

  Since the saturation degree PGJ1 = MAX (PI2, PI4) = PI2 = 0.0111 in the first display and the saturation degree PGJ2 = MAX (PI1, PI3) = PI3 = 0.0111 in the second display, The split between the display and the second display is PGJ1: PGJ2 = 0.0111: 0.0111 = 50: 50. For example, if one cycle is 60 seconds, 30 seconds and 30 seconds are allocated to the first display and the second display, respectively.

Therefore, no matter what kind of vehicle flows into the intersection IS, these vehicles are handled in the same way, and a large freight vehicle with a large amount of CO ₂ emissions at the time of starting is given priority over an ordinary vehicle. Detailed signal control, such as passing through and reducing CO ₂ emissions, and driving passenger buses more preferentially than regular cars and large freight cars so that public transportation can be operated on time. I could not do it.

  In this regard, according to the present invention, since the signal control parameter can be calculated using the type of the vehicle, for example, by setting the conversion factor of the large freight vehicle larger than the conversion factor of the ordinary freight vehicle, Passing through the intersection IS with priority over ordinary cars, or by making the passenger bus conversion factor larger than that of ordinary vehicles and large freight vehicles In addition, it is possible to perform fine signal control such that the intersection IS is preferentially passed.

  In the case of the above-described specific example, the traffic volume of the inflow path RI2 and the inflow path RI3 is both 20 [units], but since the inflow path RI2 includes a large freight car having a large conversion coefficient, the inflow path RI2 A lot of green time is allocated to the first display to which the right of traffic is given. Accordingly, signal control can be performed so that the large freight vehicle passes through the intersection IS with priority over the ordinary vehicle.

  In the above-described embodiment, the vehicle type conversion traffic volume is obtained using three types of vehicles, that is, an ordinary vehicle, a large freight vehicle, and a passenger bus. However, the present invention is not limited to this, and a small passenger vehicle, an ordinary passenger vehicle, The vehicle type conversion traffic volume may be obtained by using more detailed types of vehicles such as small freight vehicles, ordinary freight vehicles, large freight vehicles, microbuses, and large buses.

  Moreover, in the above-mentioned embodiment, although the conversion coefficient at the time of calculating | requiring a vehicle type conversion traffic volume was set for every kind of vehicle, it is not limited to this, You may set for every vehicle. For example, the writing device mounted on the vehicle 6 can automatically record the load amount of the luggage of the vehicle 6 and the number of passengers on the IC chip of the non-contact tag 5 as one of the vehicle information, and perform signal control. When the device 1 acquires the vehicle information, the conversion coefficient may be calculated for each vehicle based on the load amount of the luggage included in the vehicle information and the number of passengers. In this case, the vehicle type-converted traffic volume can be obtained by accumulating the value obtained by multiplying the traffic volume for each vehicle (that is, one vehicle) by the calculated conversion coefficient, that is, the calculated conversion coefficient itself.

(Embodiment 2)
In the first embodiment described above, the signal control device 1 calculates the signal control parameter using the type of the vehicle. However, the signal control device 1 is not limited to this, and the signal control device 1 performs signal control using the traffic volume by direction. A parameter may be calculated.

  Hereinafter, the signal control parameter calculation process of the signal control apparatus 1 according to the second embodiment will be described. FIG. 5 is a flowchart illustrating a procedure of signal control parameter calculation processing according to the second embodiment. The calculation unit 101 of the signal control device 1 performs the following signal control parameter calculation process at predetermined intervals (for example, 5 minutes).

  First, the calculation unit 101 calculates the traffic volume TVDij (i = 1 to 4, j = 1 to 3) for each direction of each inflow path RIi (i = 1 to 4) in the past one cycle (5 minutes). Obtained (step S21). TVD11 is the left turn traffic volume of the inflow path RI1, TVD12 is the straight traffic volume of the inflow path RI1, and TVD13 is the right turn traffic volume of the inflow path RI1. TVD21 is the left turn traffic volume of the inflow path 2, TVD22 is the straight traffic volume of the inflow path RI2, and TVD23 is the right turn traffic volume of the inflow path RI2. TVD31 is the left turn traffic volume of the inflow path RI3, TVD32 is the straight traffic volume of the inflow path RI3, and TVD33 is the right turn traffic volume of the inflow path RI3. TVD41 is the left turn traffic volume of the inflow path RI4, TVD42 is the straight traffic volume of the inflow path RI4, and TVD43 is the right turn traffic volume of the inflow path RI4.

  Specifically, the vehicle registration number included in the vehicle information acquired by the vehicle detector 4 installed at the downstream end of each inflow path RIi (i = 1 to 4) and each outflow path ROi (i = 1). To 4) each of the vehicle registration numbers included in the vehicle information CD acquired by the vehicle sensor 4 installed at the upstream end of the upstream sensor 4 and flowing into the intersection IS from the respective inflow paths RIi (i = 1 to 4). Knowing which outflow route ROi (i = 1 to 4) the vehicle has flowed out, turn left traffic volume TVDi1 (i = 1 to 4), straight traffic volume TVDi2 (i = 1 to 4), right turn traffic volume TVDi3 (I = 1 to 4) is obtained.

  Next, for each inflow path RIi (i = 1 to 4), the calculation unit 101 inhibits the right turn traffic volume TVOi (i = 1) that is obstructed by the straight traffic volume of the inflow path facing when passing through the intersection IS. To 4), and the difference TVOij ((i, j) = (1,3), (2,4)) of the inhibition right turn traffic volume TVOi (i = 1 to 4) in the combination of the opposite inflow paths is obtained ( Step S22). TVO1 is the inhibited right turn traffic volume on the inflow route RI1, TVO2 is the inhibited right turn traffic volume on the inflow route RI2, TVO3 is the inhibited right turn traffic volume on the inflow route RI3, and TVO4 is the inhibited right turn traffic volume on the inflow route RI4. TVO13 is the difference in the inhibited right turn traffic volume in the combination of the inflow path RI1 and the inflow path RI3 facing each other, and TVO24 is the difference in the inhibition right turn traffic volume in the combination of the inflow path RI2 and the inflow path RI4 facing each other.

  Next, the calculation unit 101 calculates the inhibition right turn traffic volume in the combination of the saturation degree PIi (i = 1 to 4) in each inflow path RIi (i = 1 to 4) and the facing inflow path obtained in step S22. The saturation degree PIij ((i, j) = (1,3), (2,4)) of the difference TVOij ((i, j) = (1,3), (2,4)) is obtained (step S23). . PI1 is the saturation in the inflow channel RI1, PI2 is the saturation in the inflow channel RI2, PI3 is the saturation in the inflow channel RI3, and PI4 is the saturation in the inflow channel RI4. PI13 is the saturation degree of the difference TVO13 of the inhibition right turn traffic volume in the combination of the inflow path RI1 and the inflow path RI3 facing each other. is there.

  Specifically, the saturation degree PIi (i = 1 to 4) in each inflow path RIi (i = 1 to 4) is represented by the saturation traffic flow rate PVi (i) in each inflow path RIi (i = 1 to 4). = 1 to 4), PIi = ΣTVDij / PVi (Σ takes j = 1 to 3). PV1 is a saturated traffic flow rate in the inflow route RI1, PV2 is a saturation traffic flow rate in the inflow route RI2, PV3 is a saturation traffic flow rate in the inflow route RI3, and PV4 is a saturation traffic flow rate in the inflow route RI4.

  Further, the saturation P13 of the difference TVO13 of the inhibition right turn traffic volume in the combination of the opposite inflow path RI1 and the inflow path RI3 is set to the inflow path (RI1 or TVO3) corresponding to the inhibition right turn traffic volume (TVO1 or TVO3) including the difference TVO13. RI3) divided by the saturated traffic flow rate (PV1 or PV3), and the saturation P24 of the difference TVO24 of the inhibition right-turn traffic volume in the combination of the opposite inflow path RI2 and the inflow path RI4 is included in the inhibition including the difference TVO24. It is obtained by dividing by the saturated traffic flow rate (PV2 or PV4) in the inflow path (RI2 or RI4) corresponding to the right turn traffic volume (TVO2 or TVO4).

  Next, the calculation unit 101 determines the saturation degree PIij of the difference TVOij ((i, j) = (1,3), (2,4)) of the inhibition right-turn traffic volume in the combination of the opposite inflow paths obtained in step S23. When ((i, j) = (1,3), (2,4)) is equal to or greater than a predetermined threshold (for example, 10 [units] / 1800 [units / blue one hour] = 0.0006), In the present indication that the right of passage is given to the opposite inflow path combination, the difference TVOij ((i, j) = (1, 3), (2, 4)) of the inhibition right turn traffic volume is solicited. A time difference display for this is added (step S24).

  If the present configuration at the intersection IS is as shown in FIG. 4 as in the first embodiment, the saturation degree PI13 of the inhibition right turn traffic difference TVO13 in the combination of the inflow path RI1 and the inflow path RI3 facing each other is If it is equal to or greater than a predetermined threshold value, a time difference indication is added for making a difference TVO13 of the inhibition right turn traffic volume in the second indication in which the right to pass is given to these inflow paths. Further, if the saturation PI24 of the difference TVO24 of the inhibition right turn traffic volume in the combination of the inflow path RI2 and the inflow path RI4 facing each other is equal to or greater than a predetermined threshold, the right to pass is given to these inflow paths. In the current display, a time difference display is added to run the difference TVO24 of the inhibition right turn traffic volume.

  Next, the calculation unit 101 calculates the difference TVOij ((i, j)) of the saturation PIi (i = 1 to 4) and the inhibition right turn traffic volume of each inflow path RIi (i = 1 to 4) obtained in step S23. = (1,3), (2,4)) is used to calculate the split of each display at the intersection IS using the saturation PIij ((i, j) = (1,3), (2,4)) (Step S25).

  If the maximum two time difference indications are added to the current configuration in FIG. 4 in step S24, the first indication (the pedestrian and the vehicle) (the first indication (the pedestrian) and the first indication ( Vehicle)), first display (time difference), second display (pedestrian and vehicle) (both second display (pedestrian) and second display (vehicle)), second display ( (Time difference) split is calculated.

  First, the saturation degree PGJ1 in the first display (the pedestrian and the vehicle) is the combination of the inflow path RI2 and the inflow path 4 that are opposite to each other in the order of the saturation PI2 of the inflow path RI2 and the saturation PI4 of the inflow path RI4. Since the value is obtained by subtracting the saturation PI24 of the difference TVO24 difference in the inhibition right turn traffic volume, it is obtained by PGJ1 = MAX (PI2, PI4) −PI24.

  Since the saturation degree PGJ1J in the first display (time difference) is equal to the saturation degree PI24 of the difference TVO24 of the inhibition right turn traffic volume in the combination of the inflow path RI2 and the inflow path RI4 facing each other, it is obtained by PGJ1J = PI24.

  The saturation degree PGJ2 in the second display (the pedestrian and the vehicle) is the inhibition right turn in the combination of the inflow path RI1 and the inflow path RI3 facing each other, from the larger of the saturation PI1 of the inflow path RI1 and the saturation PI3 of the inflow path RI3. Since the value is obtained by subtracting the saturation PI13 of the traffic difference TVO13, it is obtained by PGJ2 = MAX (PI1, PI3) -PI13.

  The saturation degree PGJ2J in the second display (time difference) is equal to the saturation degree PI13 of the difference TVO13 of the inhibition right-turn traffic volume in the combination of the inflow path RI1 and the inflow path RI3 facing each other, and is obtained by PGJ2J = PI13.

  Therefore, the split of the first display (pedestal and vehicle), the first display (time difference), the second display (pedestal and vehicle), and the second display (time difference) And saturation) PGJ1 in the first display (time difference), saturation PGJ2 in the second display (pedestrian and vehicle), ratio of saturation PGJ2J in the second display (time difference), PGJ1 : PGJ1J: PGJ2: Calculated by PGJ2J.

  If the time difference indication is added only to the first indication in step S24 in the current configuration of FIG. 4, the saturation degree PGJ1 and the first indication in the first indication (pedestrian and vehicle) are added. The saturation degree PGJ1J in (time difference) is obtained in the same manner, but the saturation degree PGJ2 in the second display (pedestrian and vehicle) is the greater of the saturation degree PI1 of the inflow path RI1 and the saturation degree PI3 of the inflow path RI3, and PGJ2 = Obtained by MAX (PI1, PI3). The splits of the first display (pedestal and vehicle), the first display (time difference), and the second display (pedestal and vehicle) are the degree of saturation PGJ1, first in the first display (pedestal and vehicle). It is calculated by the ratio PGJ1: PGJ1J: PGJ2 of the degree of saturation PGJ1J at the current display (time difference) and the degree of saturation PGJ2 at the second display (pedestrian and vehicle).

  On the other hand, in the case where the time difference indication is added only to the second indication in step S24 with respect to the indication configuration of FIG. 4, the saturation degree PGJ2 and the second indication in the second indication (pedestrian and vehicle) are added. The saturation degree PGJ2J in the indication (time difference) is obtained in the same manner, but the saturation degree PGJ1 in the first indication (the pedestrian and the vehicle) is the greater of the saturation PI2 of the inflow path RI2 and the saturation PI4 of the inflow path RI4, and PGJ1 = MAX (PI2, PI4). The splits of the first display (the pedestrian and the vehicle), the second display (the pedestrian and the vehicle), and the second display (the time difference) are the saturation PGJ1 and the second in the first display (the pedestrian and the vehicle). It is calculated by the ratio of the degree of saturation PGJ2 at the current display (pedestrian and vehicle) and the degree of saturation PGJ2J at the second current display (time difference), PGJ1: PGJ2: PGJ2J.

  Further, in the case where the time difference indication is not added in step S24 to the present configuration of FIG. 4, the saturation PGJ1 in the first present (pedestrian and vehicle) is the same as that of the inflow path RI2 in the same manner as in the first embodiment. The saturation degree PI2 and the saturation degree PI4 of the inflow path RI4 become the larger one, and PGJ1 = MAX (PI2, PI4) is obtained, and the saturation degree PGJ2 in the second display (pedestrian and vehicle) is the saturation degree PI1 of the inflow path RI1. The saturation degree PI3 of the inflow path RI3 is the larger one, and is obtained by PGJ2 = MAX (PI1, PI3). The split between the first display (walking and vehicle) and the second display (walking and vehicle) is the saturation PGJ1 in the first display (walking and vehicle), the second display (walking and vehicle). It is calculated by the ratio of the degree of saturation PGJ2 at PGJ1: PGJ2.

  Hereinafter, the signal control parameter calculation process according to the second embodiment will be described using a specific example. For example, in step S21, the left turn traffic volume TVD11 = 10 [unit], the straight traffic volume TVD12 = 10 [unit], the right turn traffic volume TVD13 = 0 [unit] on the inflow path RI1, and the left turn traffic volume on the inflow path RI2. Volume TVD21 = 10 [units], straight traffic volume TVD22 = 10 [units], right turn traffic volume TVD23 = 10 [units], and inflow route RI3, left turn traffic volume TVD31 = 10 [units], straight traffic volume TVD32 = 10 [units], right turn traffic volume TVD33 = 20 [units] On the inflow route RI4, left turn traffic volume TVD41 = 10 [units], straight traffic volume TVD42 = 10 [units], right turn traffic volume TVD43 = 10 [units] ].

  In step S22, first, the inhibition right turn traffic volume TVO1 in the inflow route RI1 is obtained. In the inflow route RI1, the right turn traffic volume TVD13 = 0 [units], so there is no right turn traffic amount that is obstructed by 10 [units] of the straight traffic volume TVD32 of the opposite inflow route RI3 when passing through the intersection IS. . Therefore, the inhibition right turn traffic volume TVO1 = 0 in the inflow route RI1 is calculated.

  Next, the inhibition right turn traffic volume TVO2 in the inflow path RI2 is obtained. In the inflow route RI2, the right turn traffic volume TVD23 = 10 [units], and these are obstructed by 10 [units] of the straight traffic volume TVD42 in the opposite inflow channel RI4 when passing through the intersection IS. Accordingly, the inhibition right-turn traffic volume TVO2 = 10 [units] on the inflow route RI2 is calculated.

  Further, the inhibition right turn traffic volume TVO3 in the inflow path RI3 is obtained. In the inflow route RI3, the right turn traffic volume TVD33 = 20 [units], and these are obstructed by 10 [units] of the straight traffic volume TVD12 of the opposite inflow channel RI1 when passing through the intersection IS. Therefore, the inhibition right-turn traffic volume TVO3 = 20 [units] on the inflow route RI3 is calculated.

  Further, the inhibition right turn traffic volume TVO4 in the inflow path RI4 is obtained. In the inflow route RI4, the right turn traffic volume TVD43 = 10 [units], and these are obstructed by 10 [units] of the straight traffic volume TVD22 of the opposite inflow channel RI2 when passing through the intersection IS. Accordingly, the inhibition right turn traffic volume TVO4 = 10 [units] on the inflow route RI4 is calculated.

  Then, in the combination of the inflow path RI1 and the inflow path RI3 facing each other, the difference between the respective inhibition right-turn traffic volumes TVO1 and TVO3 is calculated as TVO3-TVO1 = 20 [unit] -0 [unit] = 20 [unit]. Then, in the combination of the inflow path RI2 and the inflow path RI4 facing each other, the difference between the respective inhibition right turn traffic volumes TVO2 and TVO4 is calculated as TVO4-TVO2 = 10 [units] -10 [units] = 0 [units]. Is done.

  In step S23, the saturated traffic flow rate PVi (i = 1 to 4) in each inflow path RIi (i = 1 to 4) is 1800 [unit / blue 1 hour] as in the first embodiment. If there is, the degree of saturation PI1 in the inflow channel RI1 = (TVD11 + TVD12 + TVD13) / PV1 = (10 + 10 + 0) /1800=0.0111 is calculated. Similarly, the saturation PI2 = (TVD21 + TVD22 + TVD23) / PV2 = (10 + 10 + 10) /1800=0.167 in the inflow path RI2, and the saturation PI3 = (TVD31 + TVD32 + TVD33) / PV3 = (10 + 10 + 20) /1800=0.222 in the inflow path RI3. The saturation PI4 in the inflow channel RI4 = (TVD41 + TVD42 + TVD43) / PV4 = (10 + 10 + 10) /1800=0.167 is calculated.

  Further, 20 [units] of the inhibition right-turn traffic volume TVO13 in the combination of the opposite inflow path RI1 and the inflow path RI3 calculated in step S22 coincides with 20 [units] of the inhibition right-turn traffic volume TVO3 in the inflow path RI3. . Therefore, the saturation PI13 of the inhibition right turn traffic volume difference TVO13 is obtained by dividing 20 [units] of the inhibition right turn traffic volume TVO3 by 1800 [units / blue 1 hour] of the saturation traffic flow rate PV3 in the inflow route RI3. It is calculated as 20/1800 = 0.0111.

  Since the difference TVO24 of the inhibited right turn traffic volume in the combination of the inflow path RI2 and the inflow path RI4 facing each other calculated in step S22 is 0 [unit], the saturation PI24 of the difference TVO24 of the inhibited right turn traffic volume is calculated as 0. The

  In step S24, the saturation PI13 of the difference TVO13 of the inhibited right turn traffic volume in the inflow path RI1 and the inflow path RI3 facing each other is 0.0111, which is greater than or equal to a predetermined threshold value of 0.0056. On the other hand, the time difference indication for adding 20 [units] of the difference TVO13 of the inhibition right turn traffic volume is added in the second indication given the right to pass. On the other hand, the saturation PI24 of the difference TVO24 of the inhibition right turn traffic volume in the inflow path RI2 and the inflow path RI4 facing each other is 0, which is smaller than a predetermined threshold value of 0.0056. In the first display given, no time difference display is added.

FIG. 6 is a diagram showing an example of the current configuration at the intersection IS after adding the time difference display. Compared to the current configuration of FIG. 4, a second current display (time difference) is added.
In the second display (time difference), the vehicle can go straight from the inflow path RI3 to the outflow path RO1, turn left from the inflow path RI3 to the outflow path RI4, and turn right from the inflow path RI3 to the outflow path RO2. From the inflow path RI1, it is impossible to pass any outflow path. Pedestrians cannot cross the road. Moreover, about the signal lamp 3 installed in the outflow path RO2 and the outflow path RO4, both a pedestrian lamp and a vehicle lamp are red. Of the signal lamps installed in the outflow path RO1 and the outflow path RO3, both the pedestrian lamps are red, but the vehicle lamp for the vehicle in the inflow path RI1 installed in the outflow path RO3 is red. The vehicle lamp for the vehicle in the inflow path RI3 installed in the outflow path RO1 changes from blue to yellow and further to red.

In the second display (vehicle), traffic lights, signal lamps 3 (both pedestrian lamps and vehicle lamps) installed in the outflow path RO2 and outflow path RO4, and outflow paths RO1 and RO3 The pedestrian lamp in the signal lamp 3 is the same as that in FIG. 4, but the vehicle lamp in the signal lamp 3 installed in the outflow path RO1 and the outflow path RO3 is different from that in FIG. Specifically, the vehicle lamp for the vehicle of the inflow channel RI1 installed in the outflow channel RO3 changes from blue to yellow and further to red, but the vehicle vehicle for the vehicle of the inflow channel RI3 installed in the outflow channel RO1. The lamp remains blue.
For the other first indication (pedestrian), first indication (vehicle), and second indication (pedestrian), both traffic flow and signal lamp 3 (both pedestrian lamp and vehicle lamp) are shown. Same as 4.

  In step S25, the first display (walk and vehicle) (first display (walk) and first display (vehicle)), second display (step) with respect to the display configuration of FIG. Car and vehicle) (second display (pedestrian) and second display (vehicle)), second display (time difference) split is calculated.

  The saturation degree PGJ1 in the first display (the pedestrian and the vehicle) is the greater of the saturation degree PI2 of the inflow path RI2 and the saturation degree PI4 of the inflow path RI4, so PGJ1 = MAX (PI2, PI4) = PI2 = 0 .0167.

  The saturation degree PGJ2 in the second display (pedestrian and vehicle) is the difference between the inhibition right turn traffic volume in the inflow path RI1 and the inflow path RI3 from the larger of the saturation PI1 of the inflow path RI1 and the saturation PI3 of the inflow path RI3. Since the value is obtained by subtracting the saturation degree PI13 of TVO13, PGJ2 = MAX (PI1, PI3) -PI13 = PI3-PI13 = 0.0222-0.0111 = 0.0111.

  Since the saturation degree PGJ2J in the second display (time difference) is equal to the saturation degree PI13 of the difference TVO13 of the inhibition right turn traffic volume in the inflow path RI1 and the inflow path RI3, PGJ2J = PI13 = 0.0111.

  Therefore, the split of the first display (pedestrian and vehicle), the second display (pedestal and vehicle), and the second display (time difference) is PGJ1: PGJ2: PGJ2J = 0.167: 0.0111: 0. .0111 = 42: 29: 29.

  Previously, traffic volume in each direction on each inflow route was unknown, so using the total traffic volume on each inflow route, only the saturation in each inflow route was calculated and used to show each traffic volume. Signal split was calculated.

  In this case, the saturation in each inflow channel is as follows: saturation PI1 of inflow channel RI1 = traffic volume of inflow channel RI1 / saturated traffic flow rate PV1 of inflow channel RI1 = 20/1800 = 0.0111, saturation of inflow channel RI2. Degree PI2 = traffic volume of inflow path RI2 / saturated traffic flow rate PV2 = 30/1800 = 0.167 of inflow path RI2, saturation degree of inflow path RI3 PI3 = traffic volume of inflow path RI3 / saturated traffic flow of inflow path RI3 The rate PV3 = 40/1800 = 0.0222, the saturation PI4 of the inflow channel RI4 = the traffic volume of the inflow channel RI4 / the saturated traffic flow rate PV4 of the inflow channel RI4 = 30/1800 = 0.167.

  Saturation degree PGJ1 = MAX (PI2, PI4) = PI2 = 0.167 in the first display (pedestrian and vehicle), saturation PGJ2 = MAX (PI1, PI3) = in the second display (pedestal and vehicle) = Since PI3 = 0.0222, the split between the first display (the pedestrian and the vehicle) and the second display (the pedestrian and the vehicle) is PGJ1: PGJ2 = 0.167: 0.0222 = 43: 57 Become.

  The split of the second display (walking and vehicle) is larger than that of the first display (walking and vehicle), but the right turn traffic volume TVD33 on the inflow path RI3 is large, so the second display (walking and vehicle). There was a risk that I couldn't make money.

  In this respect, according to the present invention, not only the saturation in each inflow path is calculated in consideration of the traffic volume in each direction in each inflow path, but also when passing through the intersection in each inflow path. The inhibition right turn traffic volume hindered by the straight traffic volume of the inflow path is obtained, the difference of the inhibition right turn traffic volume in the combination of the opposite inflow paths is obtained, and the saturation in this difference is also obtained. Then, a time difference indication is added based on the degree of saturation in the difference, and a split is obtained including the time difference indication. Therefore, finer signal control than before is possible.

  In the case of the specific example described above, since the difference TVO13 of the inhibition right turn traffic flow between the inflow path RI1 and the inflow path RI3 is large, the time difference display is added to the second display in order to scatter it. The traffic volume TVD33 can be sufficiently run.

  In the second embodiment described above, the signal control device 1 obtains the traffic volume by direction in each inflow path using the vehicle registration number included in the vehicle information acquired from the non-contact tag 5, and uses this traffic volume. The time difference indication was added based on this, and the split of each indication was calculated. However, the present invention is not limited to this, and the vehicle information obtained from the non-contact tag 5 is used to add / delete the indication by other methods. Alternatively, the split may be calculated.

  In the second embodiment, the signal control device 1 includes the vehicle registration number included in the vehicle information acquired by the vehicle sensor 4 installed at the downstream end of each inflow path, and the upstream of each outflow path. Although the traffic volume according to the direction in each inflow path was calculated by collating with the vehicle registration information contained in the vehicle information acquired with the vehicle detector 4 installed in the end, it is not limited to this. For example, the writing device mounted on the vehicle 6 acquires the traveling direction of the vehicle from a direction indicator of the vehicle 6 or a car navigation system mounted on the vehicle 6 at a predetermined cycle (for example, 1 second). The signal control device 1 can grasp the traveling direction of each vehicle based on the traveling direction included in the acquired vehicle information. Alternatively, the traffic volume for each direction may be calculated by totaling for each direction of travel.

  In the second embodiment described above, the saturation in each inflow path is obtained without considering the type of vehicle. However, as in the first embodiment, the saturation in each inflow path is considered in consideration of the type of vehicle. You may ask for.

(Embodiment 3)
In the first embodiment described above, the signal control device 1 calculates the signal control parameter using the type of vehicle. However, the present invention is not limited to this, and the signal control device 1 further uses the estimated arrival time of each vehicle. Then, the signal control parameter may be calculated.

  Hereinafter, the calculation process of the signal control parameter of the signal control apparatus 1 according to the third embodiment will be described. FIG. 7 is a flowchart illustrating a procedure of signal control parameter calculation processing according to the third embodiment. The calculation unit 101 of the signal control device 1 performs the following signal control parameter calculation process at predetermined intervals (for example, 5 minutes).

  First, the calculation unit 101 sets the first in one cycle in the future based on the sensor information acquired in the past by the vehicle sensor 4 installed at the upstream end in each inflow path RIi (i = 1 to 4). The number and types of vehicles 6 that will reach the intersection IS before the time (hereinafter referred to as the prediction target time) after adding the maximum extension width (for example, 30 seconds) of the current blue start time has elapsed, and the expected arrival time Time is calculated (step S41).

  Specifically, in each inflow path RIi (i = 1 to 4), sensor information including the sensor ID of the vehicle sensor 4 installed at the upstream end is extracted, and the reception time included in the sensor information is extracted. Get a pair of vehicle information. Since each reception time corresponds to the time when each vehicle 6 passes the vehicle detector 4, at this time, the speed information included in the paired vehicle information and the distance from the vehicle detector 4 to the intersection IS ( The distance information is recorded in the storage unit 102 of the signal control device 1), and the travel time to the intersection IS obtained from the above is added to calculate the estimated arrival time of each vehicle 6. When the estimated arrival time calculated is the time when the time obtained by adding the maximum fluctuation range of the first display to one cycle elapses and the number of vehicles 6 is obtained, the prediction target time elapses in the future. By the time, the number of vehicles 6 that reach the intersection IS is determined. Further, the type of the extracted vehicle 6 is obtained from the vehicle basic information included in the vehicle information.

  Next, the calculating part 101 calculates | requires the vehicle classification conversion traffic volume TVi (i = 1-4) of each inflow path RIi (i = 1-4) until prediction object time passes (step S42). Since the calculation method of the vehicle type conversion traffic volume is the same as that of the first embodiment, detailed description thereof is omitted.

  Next, the computing unit 101 calculates the saturation PIi (i = 1 to 4) of each inflow path RIi (i = 1 to 4) until the prediction target time elapses (step S43). Since the calculation method of the degree of saturation is the same as that of the first embodiment, detailed description thereof is omitted.

  Next, the calculation unit 101 calculates each current split until the prediction target time elapses (step S44). Here, as in the first embodiment, the present configuration at the intersection IS is as shown in FIG. Since the split calculation method is the same as that of the first embodiment, detailed description thereof is omitted.

  Next, the operation unit 101 calculates the optimum value of the blue start time of the first display in the next cycle (step S44). Specifically, the blue start time of the first display of the next cycle is extended by 1 second until the maximum extension width (30 seconds) is reached, and the vehicle 6 in each inflow path RIi (i = 1 to 4) is extended. The number of stops STCi (i = 1 to 4) and the stop time STTi (i = 1 to 4) are calculated, and an evaluation value F which is a weighted sum of these is calculated. The blue start time at which the evaluation value F is minimized is obtained including the case where it is not extended, and is selected as the optimum blue start time.

  The number of stops STCi (i = 1 to 4) includes a conversion coefficient COj (j = 1 to 3) for each vehicle type and a traffic volume TVij (i = 1 to 4, j = 1 to 3) for each vehicle type. And STCi = ΣCOj × TVij (Σ takes j = 1 to 3).

  The stop time STTi (i = 1 to 4) includes a conversion coefficient COj (j = 1 to 3) for each vehicle type and a traffic volume TVij (i = 1 to 4, j = 1 to 3) for each vehicle type. And STTi = ΣCOj × TVij × STTMi (Σ takes j = 1 to 3) using the stop time STTMi (i = 1 to 4) of the vehicle 6 that first reaches the intersection IS.

  The evaluation value F is F = Σ (α × STCi + β × STTi) (Σ is i = 1 to 3) using the stop count STCi (i = 1 to 4) and the stop time STTi (i = 1 to 4). Α and β are weighting coefficients, α = 30 and β = 1.

  The conversion coefficient COj (j = 1 to 3) for each type of vehicle may be the same value as the conversion coefficient COj (j = 1 to 3) used when calculating the vehicle type conversion traffic volume in step S42. Although different values may be used, the same value is used in this embodiment.

  Hereinafter, the signal control parameter calculation process according to the third embodiment will be described using a specific example. When one cycle is 60 [seconds] and the maximum extension width of the first display is 30 [seconds], the prediction target time is 90 [seconds].

  In step S41, the number and types of the vehicles 6 that reach the intersection IS before the prediction target time elapses in the inflow path RI1 are two ordinary vehicles, and the estimated arrival times thereof are 13:01:06. Suppose that it was 13:01:10. In addition, in the inflow route RI2, the number and types of the vehicles 6 that reach the intersection IS before the prediction target time elapses are one ordinary vehicle and one large freight vehicle. Suppose that it was 13:00:35 and 13:00:41. In addition, in the inflow route RI3, the number and types of the vehicles 6 that reach the intersection IS before the prediction target time elapses are two ordinary vehicles, and the respective estimated arrival times are 13:00 and 13 0:06. In addition, in the inflow route RI4, the number and types of the vehicles 6 that reach the intersection IS before the prediction target time elapses are two ordinary vehicles, and the estimated arrival times are 13:00:30 and 13 respectively. Suppose that it was 0:00:38.

  In step S42, the vehicle type converted traffic volume TV1 in the inflow route RI1 = 1.0 × 2 + 1.2 × 0 + 10.0 × 0 = 2 [units], and the vehicle type converted traffic volume TV2 in the inflow route RI2 = 1.0 × 1 + 1. .2 × 1 + 10.0 × 0 = 2.2 [unit], vehicle type conversion traffic volume TV3 = 1.0 × 2 + 1.2 × 0 + 10.0 × 0 = 2 [unit] in the inflow channel RI3, in the inflow channel RI4 The vehicle type converted traffic volume TV4 = 1.0 × 2 + 1.2 × 0 + 10.0 × 0 = 2 [units].

  In step S43, the saturation PI1 of the inflow channel RI1 = TV1 / PV1 = 2/1800 = 0.0011, the saturation PI2 of the inflow channel RI2 = TV2 / PV2 = 2.2 / 1800 = 0.0012, and the inflow channel RI3. Saturation degree PI3 = TV3 / PV3 = 2/1800 = 0.0011 and saturation degree PI4 = TV4 / PV4 = 2/1800 = 0.0011 of inflow path RI4 are calculated.

  In step S44, the saturation degree PGJ1 = MAX (PI2, PI4) = PI2 = 0.0012 in the first display and the saturation degree PGJ2 = MAX (PI1, PI3) = PI1 = 0.0001 in the second display are calculated. The The split between the first display and the second display is PGJ1: PGJ2 = 0.0012: 0.0011 = 52: 48. Since one cycle is 60 seconds, 31 seconds and 29 seconds are allocated to the first display and the second display, respectively.

In step S45, first, an evaluation value F is calculated when the first start blue start time of the next cycle is normal (when the blue start time is not extended).
Assuming that the normal first display blue start time of the next cycle is 13:00: 00, the second display blue start time in this cycle is 13:00: 00 plus 31 [seconds] 13:00:31. Further, in the next cycle, the blue start time of the first display is 13:01:00, which is 13:00:31 plus 29 [seconds], and the blue start time of the second display is 13:01:00. And 31 seconds added to 13:01:31.

  In the inflow route RI1, the time when two ordinary vehicles arrive at the intersection IS is 13:01:06 and 13:01:10, respectively, so that both vehicles reach the intersection IS in the first display. Become. In the first display, since the right of passage is not given to the vehicle 6 of the inflow path RI1, both of them stop at the intersection IS. Therefore, in the inflow channel RI1, the number of stops STC1 = 1.0 × 2 + 1.2 × 0 + 10.0 × 0 = 2 [turns].

  In the inflow path RI1, the estimated arrival time of the vehicle 6 that first reaches the intersection IS is 13:01:06, and the blue start time of the second display in the next next cycle is 13:01:31. Therefore, the stop time STTM1 is 13: 01: 31-13: 01: 06 = 25 [seconds]. Therefore, the stop time STT1 in the inflow path RI1 = 1.0 × 2 × 25 + 1.2 × 0 × 25 + 10.0 × 0 × 35 = 50 [unit seconds].

  In the inflow channel RI2, the time when one ordinary vehicle and one large freight vehicle reach the intersection IS is 13:00:35 and 13:00:41, respectively. You will reach the intersection IS. In the second display, since the right to pass is not given to the vehicle 6 on the inflow path RI2, both vehicles stop at the intersection IS. Therefore, in the inflow channel RI2, the number of stops STC2 = 1.0 × 1 + 1.2 × 1 + 10.0 × 0 = 2.2 [turns].

  In the inflow route RI2, the estimated arrival time of the vehicle 6 that first reaches the intersection IS is 13:00:35, and the blue start time of the first display in the next next cycle is 13:01:00. Therefore, the stop time STTM2 is 13: 01: 00-13: 00: 35 = 25 [seconds]. Therefore, the stop time STT2 in the inflow path RI2 = 1.0 × 1 × 25 + 1.2 × 1 × 25 + 10.0 × 0 × 35 = 55 [unit seconds].

  In the inflow route RI3, the time when two ordinary vehicles arrive at the intersection IS is 13:01:01 and 13:01:10, respectively, so that both vehicles reach the intersection IS in the first display. Become. In the first display, since the right of passage is not given to the vehicle 6 on the inflow path RI3, both vehicles stop at the intersection IS. Therefore, in the inflow channel RI3, the number of stops STC3 = 1.0 × 2 + 1.2 × 0 + 10.0 × 0 = 2 [turns].

  In the inflow route RI3, the estimated arrival time of the vehicle 6 that first reaches the intersection IS is 13:00:01, and the blue start time of the second display in the next next cycle is 13:01:31. Therefore, the stop time STTM3 is 13: 01: 31-13: 01: 01 = 30 [seconds]. Therefore, the stop time STT3 in the inflow path RI3 = 1.0 × 2 × 30 + 1.2 × 0 × 30 + 10.0 × 0 × 30 = 60 [unit seconds].

  In the inflow route RI4, the time when two ordinary vehicles arrive at the intersection IS is 13:00:30 and 13:00:38, respectively, so that both vehicles reach the intersection IS in the second display. Become. In the second display, since the right to pass is not given to the vehicle 6 on the inflow path RI4, both vehicles stop at the intersection IS. Therefore, in the inflow channel RI4, the number of stops STC4 = 1.0 × 2 + 1.2 × 0 + 10.0 × 0 = 2 [turns].

  In the inflow route RI4, the estimated arrival time of the vehicle 6 that first reaches the intersection IS is 13:00:30, and the blue start time of the first display in the next next cycle is 13:01:00. Therefore, the stop time STTM4 is 13: 01: 00-13: 00: 30 = 30 [seconds]. Therefore, the stop time STT4 in the inflow channel RI4 = 1.0 × 2 × 30 + 1.2 × 0 × 30 + 10.0 × 0 × 30 = 60 [unit seconds].

  Therefore, the evaluation value F = (30 × 2 + 1 × 50) + (30 × 2.2 + 1 × 55) + when the blue start time of the first display of the next cycle is normal (when the blue start time is not extended) (30 × 2 + 1 × 60) + (30 × 2 + 1 × 60) = 471.

  Thereafter, the blue start time of the first display of the next cycle is extended by 1 second to the maximum extension width (30 seconds), and the evaluation value F is obtained. Then, the evaluation value F when the blue start time of the first display of the next cycle is not extended, the evaluation value F when the second is extended, the evaluation value F when the second is extended,. In the case of the evaluation value F, the smallest blue start time is obtained and selected as the optimum blue start time.

  In the case of the above example, since the evaluation value F = 0 when the blue start time of the first display of the next cycle is extended by 29 seconds and becomes the smallest, the blue start time of the first display of the next cycle is the smallest. As the optimal value, 13: 00: 0 + 29 [seconds] = 13: 00: 29 is selected.

  A method for obtaining the evaluation value F when the blue start time of the first display of the next cycle is extended by 29 seconds will be described in detail below. In this case, since the blue start time of the first display in the next cycle is 13:00:29, the blue start time of the second display in this cycle is obtained by adding 31 [seconds] to 13:00:29 13:01:00. In the next cycle, the blue start time of the first display is 13:01:29 obtained by adding 29 [seconds] to 13:01:00, and the blue start time of the second display is 13:01:29. It will be 13:02:00 which added 31 seconds to.

  In the inflow route RI1, the time when two ordinary vehicles arrive at the intersection IS is 13:01:06 and 13:01:10, respectively, so that both vehicles reach the intersection IS in the second display. Become. In the second display, since the right to pass is given to the vehicle 6 on the inflow path RI1, both can enter the intersection IS without stopping. Accordingly, in the inflow channel RI1, both the stop count STC1 and the stop time STT1 are zero.

  In the inflow channel RI2, the time when one ordinary vehicle and one large freight vehicle reach the intersection IS is 13:00:35 and 13:00:41, respectively. You will reach the intersection IS. In the first display, since the right to pass is given to the vehicle 6 on the inflow route RI2, both vehicles can enter the intersection IS without stopping. Accordingly, the stop count STC2 and the stop time STT2 are both 0 in the inflow path RI2.

  In the inflow channel RI3, the time when two ordinary vehicles arrive at the intersection IS is 13:01:01 and 13:01:10, respectively, so that both vehicles reach the intersection IS in the second display. Become. In the second display, since the right to pass is given to the vehicle 6 on the inflow path RI3, both vehicles can enter at the intersection IS without stopping. Accordingly, the stop count STC3 and the stop time STT3 are both 0 in the inflow path RI3.

In the inflow route RI4, the time when two ordinary vehicles arrive at the intersection IS is 13:00:30 and 13:00:38, respectively, so that both vehicles reach the intersection IS in the first display. Become. In the first display, since the right of passage is given to the vehicle 6 on the inflow path RI4, both vehicles stop at the intersection IS. Accordingly, the stop count STC4 and the stop time STT4 are both 0 in the inflow path RI4.
Therefore, the evaluation value F = 0 when the first start blue start time of the next cycle is extended by 29 seconds.

  Conventionally, since the predicted arrival time of the vehicle traveling on each inflow path to the intersection IS was not known, the blue start time of the first display of the next cycle was kept at the usual 13: 00: 00: 00. I was going. In this case, two ordinary vehicles in the inflow channel RI1, one ordinary vehicle in the inflow channel RI2 and one large freight vehicle, two ordinary vehicles in the inflow channel RI3, and two ordinary vehicles in the inflow channel RI4 Both will stop at the intersection IS. Then, in the first display of the next cycle, although there is no vehicle flowing into the intersection IS in the inflow path RI2 and the inflow path RI4, a blue signal is displayed in these inflow paths, and conversely, the inflow paths RI1, Although there are vehicles flowing into the intersection IS in the inflow path RI3, red signals are displayed on these inflow paths. Further, in the second display of the next cycle, although there is no vehicle flowing into the intersection IS in the inflow path RI1 and the inflow path RI3, a blue signal is displayed on these inflow paths, and conversely, the inflow path RI2 and the inflow Although there are vehicles flowing into the intersection IS on the road RI4, red signals are displayed on these inflow paths. Thus, conventionally, there have been cases where appropriate traffic signal control has not been performed.

  In this regard, according to the present invention, the blue start time of the first display of the next cycle can be appropriately changed using the predicted arrival time of the vehicle traveling on each inflow path to the intersection IS. Appropriate signal control can be performed.

  In the case of the specific example described above, by delaying the blue start time of the first display of the next cycle by 29 seconds, the vehicle is displayed in red in any of the inflow path RI1, the inflow path RI2, the inflow path RI3, and the inflow path RI4. Signal control can be performed so as to pass through the intersection IS without stopping.

  In the above-described third embodiment, the estimated arrival time of each vehicle 6 at the intersection IS is obtained using the speed information included in the vehicle information. However, the present invention is not limited to this. For example, if another vehicle detector 4 is installed between the downstream end and the upstream end in each inflow channel, the time when the vehicle 6 passes through the vehicle detector 4 at the intermediate point (that is, the intermediate point) The time when the vehicle sensor 4 of the vehicle sensor 4 received vehicle information from the vehicle 6 and the time when the vehicle 6 passed the upstream vehicle detector 4 (that is, the upstream vehicle sensor 4 received vehicle information from the vehicle 6). ), The speed of the vehicle 6 can be calculated, and the estimated arrival time at the intersection IS may be obtained using this.

  The embodiment disclosed this time 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.

DESCRIPTION OF SYMBOLS 1 Signal control apparatus 101 Operation part 102 Memory | storage part 103 Reception part 104 Transmission part 2 Traffic signal controller 3 Signal lamp 4 Vehicle detector 4a Reading apparatus 4b Control apparatus 5 Non-contact tag 6 Vehicle IS Crossing CR1, CR2, CR3, CR4 Crossing Sidewalk RI1, RI2, RI3, RI4 Inflow path RO1, RO2, RO3, RO4 Outflow path ST1, ST2, ST3, ST4 Stop line

Claims (7)

A signal control device for controlling a signal lamp installed at an intersection; and
A traffic signal control system comprising a vehicle detector for reading vehicle information related to the vehicle recorded on a non-contact tag mounted on the vehicle,
The signal control device includes:
Obtaining means for obtaining vehicle information read by the vehicle sensor;
Parameter calculating means for calculating a signal control parameter for controlling the signal lamp based on the vehicle information acquired by the acquiring means;
A traffic signal control system comprising control means for controlling a signal lamp based on a signal control parameter calculated by the parameter calculation means.   The traffic signal control system according to claim 1, wherein the vehicle information includes vehicle type information related to a type of the vehicle. The parameter calculation means includes
Based on the vehicle type information included in the vehicle information, comprising a traffic volume calculating means for calculating a vehicle type converted traffic volume obtained by converting the inflow traffic volume at an intersection with a coefficient according to the vehicle type,
The traffic signal control system according to claim 2, wherein a signal control parameter is calculated based on a vehicle type-converted traffic volume calculated by the traffic volume calculating means.   The traffic signal control system according to claim 1, wherein the vehicle information includes identification information for identifying the vehicle. The parameter calculation means includes
Based on the identification information included in the vehicle information, comprising a traffic volume calculation unit for each direction that calculates the traffic volume to each of one or more outflow destinations in each inflow path at the intersection,
5. The traffic signal control system according to claim 4, wherein the signal control parameter is calculated based on the traffic volume calculated by the direction-specific traffic volume calculation means. The signal control device includes:
Time information acquisition means for acquiring time information related to the time when the vehicle sensor reads the vehicle information;
The parameter calculation means includes
Based on the identification information included in the vehicle information and the time information of the vehicle information acquired by the time information acquisition means, the vehicle includes arrival time calculation means for calculating the time at which the vehicle reaches the intersection,
The traffic signal control system according to claim 4, wherein a signal control parameter is calculated based on the arrival time calculated by the arrival time calculation means.   The signal control apparatus used for the traffic signal control system according to any one of claims 1 to 6.

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