JP5625953B2 - Signal control apparatus, computer program, and signal control method - Google Patents

Description

  The present invention relates to a signal control device for controlling the color of a signal lamp at an intersection, a computer program for realizing the signal control device, and a signal control method.

  The traffic signal signal control method can be broadly classified from the viewpoint of the signal control parameter setting method (for example, cycle length, split, offset, etc.), and fixed cycle control that sets the signal control parameter according to the time zone, and traffic conditions There are two types of traffic sensitive control in which signal control parameters are set accordingly. Traffic sensitive control is classified into terminal sensitive control in which signal control is performed for each traffic signal controller and central sensitive control in which a traffic control center collectively controls traffic signal controllers at a plurality of intersections.

  In the central sensitive control performed by the traffic control center, a method of automatically updating the signal control parameter online based on the vehicle sensor information obtained by the vehicle sensor is adopted. It is essential to calculate traffic indicators such as the basic load factor.

  Therefore, information such as the vehicle position and speed is acquired in real time as probe information, and the vehicle queue length or number of queues is calculated by obtaining the vehicle stop position and stop point based on the acquired probe information. Thus, a traffic signal control system that can make traffic signal control more accurate has been disclosed (see Patent Document 1).

JP 2009-15817 A

  In the traffic signal control system of Patent Document 1, probe information acquired in real time is used. However, there are cases where the number of vehicles equipped with an in-vehicle device capable of transmitting probe information is small (the in-vehicle device is mounted at a low rate). There are also vehicles that do not transmit probe information even though they are equipped with in-vehicle devices. In such a case, since the probe information obtained in real time is reduced, the queue length or the like cannot be accurately calculated.

  The present invention has been made in view of such circumstances, and a signal control device capable of performing appropriate traffic signal control even when there is little probe information obtained in real time, and for realizing the signal control device. It is an object to provide a computer program and a signal control method.

A signal control device according to a first aspect of the present invention comprises an acquisition means for acquiring probe information including a position of a vehicle traveling on an inflow path flowing into an intersection and a time passing through the position, and changing a signal color of the signal lamp at the intersection In the signal control apparatus for controlling, the acquisition number calculation means for calculating the acquisition number of the probe information acquired by the acquisition means in an arbitrary time zone, and the probe information acquired in the time zone in advance for an arbitrary period Statistical value calculation means for calculating a statistical value of the signal waiting index of the vehicle on the inflow path based on the driving state information indicating the driving state of the vehicle obtained from the collected probe information , and the acquisition calculated by the acquisition number calculation means If the number is less than the threshold, determining means for determining the green time of the signal lamp device to said inlet path according to the statistical value calculated by said statistical value calculating means, a plurality of intersecting at the intersection A signal information acquisition means for acquiring signal information of the signal lamp device for entrance road, a generation unit for generating a traveling state information indicating a traveling state of the vehicle at any point in time on the basis of the previously collected probe information over the period The statistical value calculation means includes a statistical value of a signal waiting index in each inflow path based on the running state information when the signal cycle timing of each signal lamp for each inflow path is the same or within the same range. configured to calculate and characterized tare Rukoto.

  The signal control device according to a second aspect of the present invention is the signal control device according to the first aspect, wherein the signal waiting index of the vehicle on the inflow path is obtained based on the traveling state information indicating the traveling state of the vehicle obtained from the probe information acquired in the time period. When the acquisition number calculated by the acquisition number calculation means is greater than or equal to a threshold value, the determination means includes an indicator calculation means for calculating, according to the signal waiting index calculated by the index calculation means, It is characterized by determining the blue hour.

Signal control apparatus according to the third invention, in the first or second aspect, characterized in that it comprises a storage means to store the statistical value calculated by said statistical value calculating unit.

A signal control device according to a fourth aspect of the present invention is the signal control device according to any one of the first to third aspects, wherein the traveling state information includes at least a stop position, a travel time, a stop count, or a stop time of the vehicle on the inflow path. It is characterized by being one.

The signal control device according to a fifth aspect of the present invention is the signal control device according to the fourth aspect of the present invention, wherein the signal waiting index of the signal in accordance with the stop position of the vehicle, the travel time, the number of stops, the stop time or the attribute of the road of the inflow path. Weighting means for weighting the statistical value is provided.

A signal control device according to a sixth aspect of the present invention is the signal control device according to the second aspect , wherein traffic information acquisition means for acquiring inflow traffic information obtained by a vehicle sensor provided upstream of the inflow path, and a signal lamp for the inflow path Signal information acquisition means for acquiring signal information, and the index calculation means calculates a signal waiting index at the time when the green light of the signal lamp for the inflow path ends based on the signal information acquired by the signal information acquisition means The statistical value calculating means calculates the statistical value of the signal waiting index at the end of the green light of the signal lamp for the inflow path based on the signal information acquired by the signal information acquiring means. The determination means, when the acquisition number calculated by the acquisition number calculation means is equal to or greater than the threshold, the signal waiting index calculated by the index calculation means and the inflow traffic information In response, when the traffic light determines the green time of the signal lamp for the inflow path, and the acquired number is less than the threshold, the inflow according to the statistical value of the signal waiting index calculated by the statistical value calculation means and the inflow traffic information It is configured to determine the blue hour of the signal lamp with respect to the road.

The signal control device according to a seventh aspect of the present invention is the signal control device according to the sixth aspect , further comprising storage means for storing a statistical value of the signal waiting index of the vehicle on the inflow path in association with the inflow traffic information, When the acquisition number calculated by the acquisition number calculating means is less than the threshold value, the signal light for the inflow route according to the inflow traffic information acquired by the traffic information acquisition means and the statistical value of the signal waiting index corresponding to the inflow traffic information It is configured to determine the blue time of the vessel.

A computer program according to an eighth aspect of the invention controls a lamp color of a signal lamp at the intersection using probe information including a position of a vehicle traveling on an inflow path flowing into the intersection and a time passing through the position. In the computer program for executing the above step, the computer has an acquisition number calculating means for calculating the acquisition number of probe information acquired in an arbitrary time zone, and the probe information acquired in the time zone over an arbitrary period. Statistical value calculating means for calculating a statistical value of the signal waiting index of the vehicle on the inflow path based on the traveling state information indicating the traveling state of the vehicle obtained by the probe information collected in advance, and the calculated number of acquisition is less than the threshold value If it is, a determination means for determining the green time of the signal lamp device for the inlet passage in accordance with the calculated statistical value, to cross at the intersection Signal information acquisition means for acquiring signal information of signal lamps for a plurality of inflow paths, and generation for generating traveling state information indicating the traveling state of the vehicle at an arbitrary time point based on probe information collected in advance over the period The statistical value calculating means is configured to determine a signal waiting index for each inflow path based on the running state information when the signal cycle timing of each signal lamp device for each inflow path is the same or within the same range. characterized Citea Rukoto to calculate the statistical value.

A signal control method according to a ninth aspect of the invention comprises an acquisition means for acquiring probe information including a position of a vehicle traveling on an inflow path flowing into an intersection and a time passing through the position, and the signal color of the signal lamp at the intersection is changed. In the signal control method by the signal control device for controlling, the acquisition number calculation means calculates the acquisition number of probe information acquired in an arbitrary time zone, and the acquired probe information is collected in advance for an arbitrary period The statistical value calculating means calculates a statistical value of the signal waiting index of the vehicle on the inflow path based on the traveling state information indicating the traveling state of the vehicle obtained by the probe information, and the calculated number of acquisitions is less than the threshold value If it is, a step of determining means for determining the green time of the signal lamp device to said inflow channel according to the calculated statistical value, against a plurality of inflow channels which intersect at the intersection A step of acquiring signal information of the signal lamp by the signal information acquiring unit, and a step of generating the traveling state information indicating the traveling state of the vehicle at an arbitrary time point based on the probe information collected in advance over the period. look including the door, calculating the statistics, signal waiting at each inflow channel on the basis of the traveling state information if the timing of the signal lamp device each signal cycle for each inflow channel is the same or the same range A statistical value of the index is calculated .

In the first invention, the eighth invention, and the ninth invention, the acquisition number of probe information acquired in an arbitrary time zone is calculated. The probe information can be received from the in-vehicle device through, for example, a mobile phone line, etc., and the position and time of the vehicle for each predetermined period (for example, 0.1 second to 1 second) and the identification of the in-vehicle device (vehicle) Including code. The arbitrary time zone is a determination cycle time for determining the number of acquisitions of probe information. For example, a time between one cycle and several cycles of a signal cycle, or 5 minutes, 10 minutes, 20 minutes, 1 hour, etc. It can be set as appropriate according to the traffic situation of the inflow path. The number of acquisitions of probe information refers to the number of vehicles that have been able to acquire probe information. Even if probe information is acquired multiple times from the same vehicle, the number of acquisitions is one.

When the calculated number of acquisitions is less than a threshold value (for example, once every 5 minutes), probe information acquired in an arbitrary time zone is obtained from probe information collected in advance for an arbitrary time zone in an arbitrary time zone. The green time of the signal lamp for the inflow path is determined according to the statistical value of the signal waiting index based on the obtained traveling state information (for example, the stop position of the vehicle). The threshold value can be set so that it can be determined whether or not it has been obtained to the extent necessary to calculate the signal waiting index in real time. The driving state information is, for example, the stop position of the vehicle, and the signal waiting index is the signal queue length or the number of signal queues. For example, the probe information acquired in an arbitrary time zone of the day is collected over an arbitrary period (for example, 1 month, 3 months, 6 months, 1 year, etc.), and the collected arbitrary time zone The average value (statistical information) of the driving state information (for example, the stop position of the vehicle) is calculated, and the statistical value of the signal waiting index is calculated based on the calculated average value of the stop position. When the number of probe information acquisitions is small, the blue time (signal control parameter) can be determined using the statistical value of the signal waiting index based on the statistical information based on the probe information collected in the past. Even when there is little probe information obtained by the above, appropriate traffic signal control can be performed.
Moreover, the signal information of the signal lamp with respect to the some inflow path which cross | intersects at an intersection is acquired. The signal information includes, for example, information such as a lamp color switching time in a signal cycle and a display time of each lamp color. Based on the probe information collected in advance for an arbitrary period, traveling state information (for example, a stop position of the vehicle) at an arbitrary time is generated. The statistical value of the signal waiting index in each inflow path is calculated based on the traveling state information when the timing of the signal cycle of each signal lamp device with respect to each inflow path intersecting at the intersection is the same or within the same range. For example, when there are inflow paths R1 and R2 that intersect at an intersection, the time point when the red signal is switched to the blue signal (when the timing of the signal cycle is the same), or the time point within the predetermined time from when the red signal is switched to the green signal The statistical values of the signal queue lengths of the inflow paths R1, R2 are calculated based on the stop positions of the respective inflow paths R1, R2 when the cycle timing is within the same range. As a result, the state (condition) of the signal lamp for each inflow path R1, R2 when calculating the statistical value of the signal queue length in each inflow path R1, R2 can be made the same, so the inflow path with high accuracy. R1 and R2 can be compared, and the split (allocation of green light time) at the intersection can be accurately determined.

  In the second invention, when the calculated number of acquisitions is equal to or greater than a threshold value (for example, once every 5 minutes), the driving state information (for example, the vehicle) indicating the driving state of the vehicle obtained by the acquired probe information The signal waiting index of the vehicle in the inflow path is calculated based on the stop position), and the blue time of the signal lamp for the inflow path is determined according to the calculated signal waiting index. If the stop position of the vehicle is known from the probe information, the distance between the intersection and the stop position can be calculated as the signal queue length. The number of signal queues can be obtained by dividing the signal queue length by the average vehicle head interval.

  In the third invention, the statistical value of the signal waiting index in the inflow path is calculated based on the probe information collected in advance over an arbitrary period, and the calculated statistical value is stored. Thereby, even when there is little probe information obtained in real time, the statistical value of the signal waiting index can be used, so that appropriate traffic signal control can be performed.

In the fourth invention, the traveling state information is at least one of the stop position of the vehicle, the travel time, the number of stops, or the stop time on the inflow path. Correspondence between stop position, travel time, number of stops or stop time (time stopped by waiting for signal) and signal waiting index in the section from the intersection to a predetermined distance upstream (for example, 300 m) By setting, it is possible to obtain the signal waiting index or the statistical value of the signal waiting index from the running state information.

In the fifth invention, the statistical value of the signal waiting index is weighted according to the stop position of the vehicle on the inflow route, the travel time, the number of stops, the stop time, or the road attribute of the inflow route. For example, as the stop position is farther from the intersection, the weighting can be increased. When the stop position exceeds 50 m from the intersection, the signal wait index is set to 1 when the stop position is within 50 m from the intersection. .5 times. Also, the longer the travel time, the more weighting can be performed. When the travel time exceeds 2 minutes, the signal wait index is increased by 1.5 times when the travel time is less than 2 minutes. To do. In addition, as the number of stops increases, the weight can be increased. When the number of stops is one or more, the signal wait index is increased by 1.5 times when the number of stops is less than one. To do. Further, the weighting with a long stop time can be increased, and when the stop time is 1 minute or more, the signal wait index is increased by 1.5 times when the stop time is less than 1 minute. . The road attributes include, for example, the type of road such as whether the road is a national road or a general road, the number of lanes, the road gradient, and the shape characteristics of the road. For example, if the road is a national road, the signal waiting index is 1.2 times that of prefectural roads, and if it is 3 lanes or more, the signal waiting index is 1.2 times that of 2 lanes or less. . Since the signal waiting index is weighted, the signal control parameter can be updated more reliably and appropriately as the necessity of updating the signal control parameter is higher.

In the sixth aspect of the invention, the inflow traffic information obtained by the vehicle detector provided at the upstream point of the inflow path is acquired, and the signal information of the signal lamp for the inflow path is acquired. The inflow traffic information is, for example, the unit time traffic volume (number) obtained by counting the sensing pulse signals of the vehicle detector, the sensing pulse width, and the average speed obtained from the average vehicle length. Based on the stop position information of the vehicle obtained from the probe information acquired in an arbitrary time zone, the signal waiting index at the end of the green light of the signal lamp for the inflow path or the statistical value of the signal waiting index is calculated.

  If the calculated number of acquisitions is greater than or equal to a threshold (for example, once every 5 minutes), a signal waiting index at the end of the blue time is calculated from the acquired probe information, and the signal waiting index at the calculated end of the blue time And the green time of the signal lamp for the inflow path is determined according to the inflow traffic information. In addition to the unit-time traffic volume (inflow traffic information) obtained by the vehicle detector, the signal waiting index (number of signal queues) at the end of the green light is calculated, so the remaining number of vehicles can be taken into account A road load factor can be calculated, and a signal control parameter (for example, split) corresponding to the calculated load factor can be determined. Thus, by dividing the unit time traffic volume (inflow traffic information) obtained by the vehicle detector by the saturation traffic flow rate, the load factor is obtained compared with the case where the saturation is determined by determining the saturation of the inflow channel. Therefore, signal control can be performed with higher accuracy.

  If the calculated number of acquisitions is less than a threshold (for example, once every 5 minutes), the statistical value of the signal waiting index at the end of the green time is calculated from the probe information collected in advance, and at the calculated end of the blue time The green time of the signal lamp for the inflow path is determined according to the statistical value of the signal waiting index and the inflow traffic information. In addition to the unit traffic volume (inflow traffic information) obtained by the vehicle detector, the statistical value of the signal waiting index (the number of signal queues) at the end of the green light can be obtained, so the remaining number of vehicles can be considered The load factor of the inflow path can be calculated, and a signal control parameter (for example, split) corresponding to the calculated load factor can be determined. Thereby, even when there is little probe information obtained in real time, the load factor can be obtained, so that signal control can be performed with higher accuracy.

In the seventh invention, the statistical value of the signal waiting index of the vehicle on the inflow path is stored in association with the inflow traffic information. For example, when collecting the probe information and calculating the statistical value of the signal waiting index, it is obtained by the vehicle sensor by associating the position and time of the vehicle obtained from the probe information with the time of the sensing pulse signal of the vehicle sensor. The statistical value of the signal waiting index is obtained in association with the inflow traffic information (for example, traffic volume per unit time). When the calculated number of acquisitions is less than the threshold, the green time of the signal lamp for the inflow path is determined according to the acquired inflow traffic information and the statistical value of the signal waiting index corresponding to the inflow traffic information. As a result, even when the traffic situation changes according to the day even in the same time zone, the statistical value of the signal waiting index based on the inflow traffic information actually measured by the vehicle detector can be obtained, so the signal control can be performed more accurately. It can be performed.

  According to the present invention, appropriate traffic signal control can be performed even when probe information obtained in real time is small.

1 is a schematic diagram illustrating an outline of a signal control system including a signal control device according to a first embodiment. FIG. 3 is an explanatory diagram illustrating an example of a configuration of a signal control device according to the first embodiment. It is a time chart which shows an example of the determination procedure of a signal control parameter. It is explanatory drawing which shows an example of the determination method of the acquisition number of probe information. It is explanatory drawing which shows an example of the signal control method determined according to the acquisition number of probe information. It is explanatory drawing which shows an example of the statistical value of signal queue length. It is explanatory drawing which shows an example of the signal control parameter table used for signal control. It is explanatory drawing which shows an example of the setting method of a signal control parameter. 3 is a flowchart illustrating a processing procedure of the signal control apparatus according to the first embodiment. FIG. 6 is a schematic diagram illustrating an outline of a signal control system including a signal control device according to a second embodiment. FIG. 10 is an explanatory diagram illustrating an example of a statistical value of the number of signal queues at the end of a green signal according to the second embodiment. 10 is a flowchart illustrating a processing procedure of the signal control apparatus according to the second embodiment.

(Embodiment 1)
Hereinafter, a signal control device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing an outline of a signal control system including the signal control apparatus according to the first embodiment. As shown in FIG. 1, the signal control system includes a signal control device 100, a traffic signal controller 1, a signal lamp 2 (2a to 2d), and the like. The signal control device 100 can be installed in a traffic control center, for example.

  Four inflow paths 31 to 34 flow into the intersection 3, and signal lamps 2a to 2d for the inflow paths 31 to 34 are installed. The inflow path 31 and the inflow path 32 are inflow paths that intersect at the intersection 3. In the inflow paths 31 and 32, road sections L1 and L2 of a predetermined distance (for example, 300 m) on the upstream side of the intersection 3 are set. In the first embodiment, the vehicle detector that can acquire the inflow traffic information of the inflow path is not provided. Moreover, in the following description, although the inflow channels 31 and 32 are considered, the other inflow channels are the same. The traffic signal controller 1 controls the switching of the lamp color of each signal lamp 2 (2a to 2d).

  The vehicle 15 is equipped with an in-vehicle device 5. The in-vehicle device 5 accumulates information such as the position of the vehicle 15 and the time at the position at predetermined intervals (for example, 0.1 second to 1 second). The in-vehicle device 5 transmits probe information including an accumulated position, a time at the position, an identification code for identifying the vehicle, and the like through a mobile phone network every predetermined time (for example, a cycle of 0.1 second to 1 second). It transmits to the signal control apparatus 100. Further, the in-vehicle device 5 records the position and time information recorded every predetermined time (for example, 0.1 second to 1 second cycle) for 1 minute or 5 minutes, and records 1 minute or 5 minute cycle, etc. May be transmitted to the signal control apparatus 100. In the example of FIG. 1, one intersection 3 is illustrated, but the signal control device 100 not only receives probe information from an in-vehicle device of a vehicle traveling on the inflow path of one intersection, Probe information is also received from an in-vehicle device of a vehicle traveling on the inflow path at each intersection.

  The probe information may be transmitted to the signal control device 100 through the mobile phone network, or can be communicated with the in-vehicle device 5 such as an optical beacon, a radio beacon, or a DSRC (Dedicated Short Range Communication). It is also possible to install a plurality of local communication devices and transmit probe information to the signal control device 100 through the local communication devices.

  The signal control device 100 receives (acquires) the probe information transmitted by the in-vehicle device 5. The signal control apparatus 100 calculates the acquisition number of probe information acquired in an arbitrary time zone. The number of acquisitions of probe information refers to the number of vehicles that have been able to acquire probe information. Even if probe information is acquired multiple times from the same vehicle, the number of acquisitions is one. When the calculated number of acquisitions is greater than or equal to a threshold value TH (for example, once every 5 minutes), based on the driving state information (for example, the stop position of the vehicle) indicating the driving state of the vehicle obtained from the acquired probe information. The signal waiting index of the vehicle in the inflow path is calculated, and the blue time of the signal lamp for the inflow path is determined according to the calculated signal waiting index.

  In addition, when the calculated number of acquisitions is less than the threshold value TH, the signal control device 100 sets the signal waiting index based on the traveling state information obtained from the probe information collected in advance for an arbitrary period for each arbitrary time zone. The green time of the signal lamp for the inflow path is determined according to the statistical value. The statistical value of the signal waiting index is calculated (generated) and stored in advance.

  FIG. 2 is an explanatory diagram showing an example of the configuration of the signal control apparatus 100 according to the first embodiment. As illustrated in FIG. 2, the signal control device 100 includes a control unit 101, a communication unit 102, an acquisition number calculation unit 103, a storage unit 104, a statistical information generation unit 105, an index calculation unit 106, a determination unit 107, and the like.

  The communication unit 102 has a function as a probe information acquisition unit. The communication unit 102 transmits and receives information (communication) between the in-vehicle device 5 and the traffic signal controller 1. For example, the communication unit 102 receives probe information including the traveling state (position and time) of the vehicle 15 and an identification code from the in-vehicle device 5.

  Further, the communication unit 102 can acquire signal information of the signal lamp 2 from the traffic signal controller 1 or the like. The signal information includes, for example, information such as a lamp color switching time in a signal cycle and a display time of each lamp color.

  The acquisition number calculation unit 103 has a function as an acquisition number calculation unit, and calculates the acquisition number of probe information acquired in an arbitrary time zone. The arbitrary time zone is a determination cycle time for determining the number of acquisitions of probe information. For example, a time between one cycle and several cycles of a signal cycle, or 5 minutes, 10 minutes, 20 minutes, 1 hour, etc. It can be set as appropriate according to the traffic situation of the inflow path.

  The acquisition number calculation unit 103 determines whether or not the calculated acquisition number is equal to or greater than a threshold value TH (for example, once every five minutes). The threshold value TH can be set so that it can be determined whether or not the probe information has been obtained to the extent necessary to calculate the signal waiting index in real time.

  The index calculation unit 106 has a function as index calculation means for calculating a signal waiting index in real time. Real time is, for example, a signal cycle from one cycle to several cycles, or a predetermined time, and collects past probe information, and statistical values obtained by statistically processing the collected probe information Is a different meaning.

  When the number of acquisitions calculated by the acquisition number calculation unit 103 is equal to or greater than the threshold value TH, the index calculation unit 106 is travel state information (for example, vehicle state) indicating the vehicle travel state obtained from the probe information acquired by the communication unit 102. Based on the stop position, a signal waiting index of the vehicle in the inflow paths 31 and 32 is calculated. The driving state information is, for example, a stop position of the vehicle. The signal waiting index is the signal queue length or the number of signal queues. If the stop position of the vehicle is known from the probe information, the distance between the intersection and the stop position can be calculated as the signal queue length. The number of signal queues can be calculated by dividing the signal queue length by the average vehicle head interval.

  The statistical information generation unit 105 has a function as statistical value calculation means for calculating the statistical value of the signal waiting index.

  When the number of acquisitions calculated by the acquisition number calculation unit 103 is less than the threshold value TH, the statistical information generation unit 105 uses the traveling state information obtained from the probe information collected in advance for an arbitrary period for each arbitrary time zone. Based on the signal waiting indicator statistics. For example, the probe information acquired in an arbitrary time zone of the day is collected over an arbitrary period (for example, 1 month, 3 months, 6 months, 1 year, etc.), and the collected arbitrary time zone The average value (statistical information) of the driving state information (for example, the stop position of the vehicle) is calculated, and the statistical value of the signal waiting index is calculated based on the calculated average value of the stop position. The statistical information is, for example, information obtained by statistically processing traveling state information obtained from probe information collected in the past, a statistical value of a queue index, and the like.

  The statistical information generation unit 105 stores the calculated statistical value of the signal waiting index in the storage unit 104.

  The determination unit 107 has a function as a determination unit that determines the blue time of the signal lamp 2. That is, the determination unit 107 determines the signal control parameter to be used in the next signal control execution cycle by updating the signal control parameter of the signal lamp device 2 as necessary.

  When the acquisition number calculated by the acquisition number calculation unit 103 is equal to or greater than the threshold value TH, the determination unit 107 determines the blue time of the signal lamp for the inflow paths 31 and 32 according to the real-time signal waiting index calculated by the index calculation unit 106. decide.

  Further, when the acquisition number calculated by the acquisition number calculation unit 103 is less than the threshold value TH, the determination unit 107 determines the signal lamp for the inflow paths 31 and 32 according to the statistical value of the signal waiting index stored in the storage unit 104. Determine the blue hour.

  FIG. 3 is a time chart showing an example of a procedure for determining a signal control parameter. As shown in FIG. 3, the probe information is acquired during the determination cycle A (arbitrary time period), and the number of probe information acquired during the determination cycle A (the acquisition number) is determined at the end of the determination cycle A. The signal control method (whether to use a real-time signal waiting index or a statistical value of the signal waiting index) is determined according to the calculated number of acquisitions. And the signal control of the signal lamp device 2 is actually executed using the determined signal control parameter at the end of the determination of the signal control method or after that time. The execution of the signal control based on the determination cycle A continues until the determination of the signal control method ends based on the next determination cycle B.

  At the end of the determination cycle A, the next determination cycle B is started, and the same procedure as the determination cycle A is repeated. That is, the probe information is acquired during the determination cycle B (arbitrary time period), and the number (acquired number) of probe information acquired during the determination cycle B is calculated and calculated at the end of the determination cycle B. A signal control method (whether to use a real-time signal waiting index or a signal waiting index statistical value) is determined according to the number of acquisitions. And the signal control of the signal lamp device 2 is actually executed using the determined signal control parameter at the end of the determination of the signal control method or after that time.

  In FIG. 3, the determination cycle can be set to an arbitrary time zone. For example, the determination cycle can be divided by a time from one signal cycle to several cycles, or the time of one day (0: 00 to 24: 00) can be separated by a time every 5 minutes, a time every 10 minutes, a time every 20 minutes, and the like.

  FIG. 4 is an explanatory diagram showing an example of a method for determining the number of acquired probe information, and FIG. 5 is an explanatory diagram showing an example of a signal control method determined according to the number of acquired probe information. In the example of FIG. 4, for simplification, the time period from 8:00 to 9:00 is divided every 10 minutes, and the number of acquisitions is determined for each division. Although other times are not shown, other times can also be divided every 10 minutes. Note that the division time is not limited to 10 minutes.

  As shown in FIG. 4, it is assumed that the number of probe information acquired between 8:00 and 8:10 is less than the threshold value TH. It is assumed that the number of acquired probe information between the times 8:10 and 8:30 is equal to or greater than the threshold value TH. It is assumed that the number of acquired probe information between the time 8:30 and 8:40 is less than the threshold value TH. It is assumed that the number of acquired probe information between the times 8:40 and 8:50 is equal to or greater than the threshold value TH. It is assumed that the number of probe information acquired between 8:50 and 9:00 is less than the threshold value TH.

  When the number of probe information acquisitions is shown in the example of FIG. 4, since the number of probe information is small from 8:00 to 8:10, as shown in FIG. Signal control using (value). Between time 8:10 and 8:30, since the number of probe information is large, signal control using real-time information (signal waiting index calculated in real time) is performed. The same applies to the following times. In the examples of FIGS. 4 and 5, for simplification, the time zone for obtaining probe information and the time zone for signal control are the same, but in practice, as shown in FIG. There is a time lag.

  Next, a method for calculating a statistical value of a signal waiting index (for example, the signal queue length or the number of signal queues) will be described.

  First, the statistical information generation unit 105 generates statistical information of a stop position of the vehicle in the sections L1 and L2 from past probe information. The statistical information of the stop position is generated by performing statistical processing for each day of the week or time period based on the probe information. The information on the stop position used for the statistical processing is the range of the sections L1 and L2 that do not become oversaturated even when the congestion length is extended (for example, within 300 m from the intersection 3 and within the distance to the adjacent intersection). When the same vehicle stops a plurality of times in the sections L1 and L2, the stop position farthest from the intersection 3 is adopted in order to more accurately determine the degree of traffic jam.

  The statistical information generation unit 105 calculates the distance between the stop position obtained by the statistical processing and the intersection 3 as a statistical value of the signal queue length (signal waiting index).

  FIG. 6 is an explanatory diagram showing an example of a statistical value of the signal queue length. In FIG. 6, the horizontal axis indicates the time of the day, and the vertical axis indicates the statistical value of the signal queue length. In the example of FIG. 6, for example, probe information collected over a period such as 1 month, 3 months, 6 months, etc. is divided into predetermined time zones of the day and collected in each time zone. This represents a statistical value of the signal queue length obtained by statistical processing of the stop positions of a plurality of vehicles (for example, processing for obtaining an average value of collected stop positions).

  In the example of FIG. 6, the statistical value of the signal queue length is calculated separately for each time of day (arbitrary time zone), but the statistical value is not limited to this, and the day of the week and the day It may be divided into

  FIG. 7 is an explanatory diagram showing an example of a signal control parameter table used for signal control. In the example of FIG. 7, 12 types of signal control parameters classified by pattern numbers 11 to 22 are used. For example, the signal control parameter of pattern number 11 has a cycle length of 60 seconds and a split between the inflow path 31 and the inflow path 32 of 0.5: 0.5. The signal control parameters for other pattern numbers are also shown in the figure. The signal control parameter is an example, and is not limited to the example in FIG. 7, and the number of signal control parameters (pattern number) is not limited to the example in FIG. 7.

  FIG. 8 is an explanatory diagram showing an example of a signal control parameter setting method. As shown in FIG. 8, when the signal queue length E1 of the inflow path 31 is shorter than 20 m and the signal queue length E2 of the inflow path 32 is shorter than 20 m, the signal control parameter of the pattern number 11 is used. As shown in FIG. 7, the signal control parameter of pattern number 11 has a cycle length of 60 seconds and a split of the inflow channels 31 and 32 of 0.5: 0.5. The signal queue lengths E1 and E2 are calculated in real time or statistical values.

  If the signal queue length E1 of the inflow path 31 increases while the signal queue length E2 of the inflow path 32 is shorter than 20 m, for example, 50 m or more and less than 100 m, the signal control parameter of pattern number 15 is used. To do. As shown in FIG. 7, the signal control parameter of pattern number 15 has a cycle length of 90 seconds and a split of the inflow channels 31 and 32 of 0.6: 0.4. By switching to the signal control parameter of pattern number 15, the blue time of the signal lamp 2 with respect to the inflow path 31 is extended from 30 seconds to 54 seconds, and the traffic jam of the inflow path 31 can be reduced.

  As described above, in the present embodiment, when the number of acquired probe information is small, the statistical value of the signal queue length (signal waiting index) is used based on the statistical information based on the probe information collected in the past. Since the blue time (signal control parameter) can be determined, appropriate traffic signal control can be performed even when there is little probe information obtained in real time.

  If a vehicle detector is not installed in the inflow path that flows into the intersection, it is inherently difficult to estimate the traffic demand of the inflow path. Therefore, without determining the exact queue length, if the traffic demand of each inflow path can be determined to the extent that it is possible to determine the split at the intersection (green light time allocation), without installing a vehicle detector Signal control at intersections can be greatly improved. In this embodiment, probe information is used, and probe information obtained in real time or statistical information collected in the past is selected according to the number of probe information acquisitions. Even when there is little information, the queue length can be obtained and appropriate traffic signal control can be performed.

  In the present embodiment, the statistical value of the signal queue length in the inflow path is calculated based on the probe information collected in advance over an arbitrary period, and the calculated statistical value is stored. Thereby, even when the probe information obtained in real time is small, the statistical value of the signal queue length can be used, so that appropriate traffic signal control can be performed.

  In the above-described embodiment, the vehicle stop position (stop position information) is used as the travel state information indicating the travel state of the vehicle obtained from the probe information. However, the travel state information is not limited to the stop position. For example, travel time can be used as travel state information.

  In order to obtain the travel time, for example, the travel locus information for each vehicle identification code is extracted from the probe information, and the map matching process is performed based on the road section data of the road map data stored in the storage unit 104. The traveling locus of each vehicle (on-vehicle device 5) that has traveled on the inflow paths 31 and 32 is specified. Then, the position closest to the start and end of the sections L1 and L2 of each vehicle and the time at that position are extracted, and from the time at the position closest to the end to the position closest to the start. By subtracting the time, the average travel time for each day of the week, day, and day can be calculated.

  A queue length statistic can be calculated by multiplying the calculated average travel time by a required coefficient, adding / subtracting, and the like. Further, a table in which the correspondence relationship between the average travel time and the queue length statistics is stored in advance, and the queue length statistics corresponding to the calculated average travel time are obtained from the table. You can also

  Alternatively, instead of the stop position, the queue length statistic may be obtained from the average number of stops for each day of the week, day, and day in the sections L1 and L2, similarly to the travel time, or the section A statistical value of the queue length may be obtained from the average stop time (signal waiting time) for each day of the week, day, and day in L1 and L2.

  Also, if the number of probe information acquisitions is greater than or equal to the threshold TH, instead of obtaining the stop position of the vehicle from the probe information obtained in real time, the travel length, the number of stops, and the stop time are obtained to calculate the queue length. Also good.

  By using at least one of the stop position, travel time, number of stops, or stop time of the vehicle on the inflow path as the travel state information, the signal wait index or the signal wait index is obtained from the vehicle travel state information obtained from the probe information. Statistical values can be obtained.

  The statistical information generation unit 105 can also have a function as a weighting unit that weights the statistical value of the signal waiting index. When the weighting function is provided, the statistical information generation unit 105 determines the statistical value of the signal queue according to the stop position of the vehicle on the inflow route, the travel time, the number of stops, the stop time, or the road attribute of the inflow route. Is weighted.

  For example, the weighting can be increased as the stop position is farther from the intersection, and when the stop position exceeds 50 m from the intersection, the signal queue is set to 1 when the stop position is within 50 m from the intersection. .5 times.

  In addition, the longer the travel time, the more weighting can be performed. When the travel time exceeds 2 minutes, the signal queue is increased by 1.5 times when the travel time is less than 2 minutes. To do. Further, the average speed of the vehicle is obtained from the travel time, and the weighting can be increased as the average speed is slower. When the average speed is 20 km or less, the signal is queued when the average speed is 20 km or more. Increase the queue by a factor of 1.5.

  In addition, as the number of stops increases, the weight can be increased. When the number of stops is one or more, the signal queue is increased by 1.5 times compared to the signal queue when the number of stops is less than one. To do.

  In addition, the weighting with a long stop time can be increased, and when the stop time is 1 minute or more, the signal queue is increased by 1.5 times when the stop time is less than 1 minute. .

  The road attributes include, for example, the type of road such as whether the road is a national road or a general road, the number of lanes, the road gradient, and the shape characteristics of the road. For example, if one of the intersecting roads is a national road and the other is a road with less traffic volume than a national road such as a prefectural road, the signal waiting indicator on the national road can be increased by 1.2 times compared to the prefectural road. . Also, when one of the intersecting roads is three lanes and the other is two lanes or less, the signal waiting index for roads of three lanes or more is increased by 1.2 times compared to the case of two lanes or less.

  Since the signal waiting index (for example, signal queue) is weighted, the signal control parameter can be updated more reliably and appropriately as the necessity of updating the signal control parameter is higher.

  Also, statistical information such as vehicle stop position, travel time, number of stops, and stop time obtained from probe information collected in the past is displayed for a predetermined time (for example, about 20 to 30 minutes) before the current time. It is also possible to correct with the traveling state information obtained from the probe information obtained in (1). For example, when the travel time statistic value at the current time is 100 seconds, when the travel time obtained from the probe information acquired a predetermined time before the current time is 80 seconds, the correction coefficient is Statistical information is corrected as 0.8. Thereby, when the past traffic situation changes, the queue length according to the degree of the change can be obtained.

  In addition, the vehicle may stop in the sections L1 and L2 not at the influence of traffic jam but simply at the switching timing of the signal lamp at the intersection. Therefore, when the vehicle stops in the sections L1 and L2, it is possible to consider that one stop is not an influence due to the traffic jam and is not considered. That is, when the vehicle stops twice in the sections L1 and L2, it is assumed that the vehicle has stopped once by subtracting one stop (number of times and stop time). Ask. This makes it easier to reflect the effects of traffic jams.

  When performing statistical processing of vehicle stop position information, the switching timing of the signal lamp 2 can be taken into consideration. For example, in order to obtain the stop position at the end of the traffic jam as much as possible, only the stop position within the specified time (for example, 5 seconds, 10 seconds, 20 seconds, etc.) from the red signal to the blue signal is extracted and used. can do. The predetermined time can be changed according to the stop position (distance from the intersection) of the vehicle. For example, the predetermined time can be lengthened as the stop position moves away from the intersection.

  In addition, when extracting the stop position of a vehicle used for statistical processing on a road that intersects at an intersection (for example, a main road and a secondary road), the switching timing of the signal lamps on the main and secondary roads may be adjusted to be the same or within the same time. it can. That is, the statistical value of the signal queue in each inflow path is calculated based on the stop position when the timing of the signal cycle of each signal lamp device with respect to each inflow path intersecting at the intersection is the same or within the same range. For example, when there are inflow paths 31 and 32 that intersect at an intersection, the time point when the red signal is switched to the blue signal (when the timing of the signal cycle is the same) or the time point when the red signal is switched to the green signal is within a predetermined time range (signal The statistical values of the signal queue lengths of the inflow paths 31 and 32 are calculated based on the stop positions of the respective inflow paths 31 and 32 when the cycle timing is within the same range. Thereby, since the state (condition) of the signal lamp device with respect to each inflow path 31 and 32 at the time of calculating the statistical value of the signal queue length in each inflow path 31 and 32 can be made the same, the inflow path with high accuracy. 31 and 32 can be compared, and splits at the intersection (green light time allocation) can be accurately determined.

  Next, the operation of the signal control apparatus 100 will be described. FIG. 9 is a flowchart showing a processing procedure of the signal control apparatus 100 according to the first embodiment. In FIG. 9, the control unit 101 that controls each unit of the signal control device 100 will be described as the main subject of processing. The control unit 101 acquires the probe information transmitted by the in-vehicle device 5 (S11), determines whether or not the probe information acquisition time has elapsed for a predetermined time (S12), and if the predetermined time has not elapsed (in S12) NO), the process of step S11 is repeated. The predetermined time is, for example, a time between one cycle and several cycles of a signal cycle, or 5 minutes, 10 minutes, 20 minutes, 1 hour, or the like.

  When the predetermined time has elapsed (YES in S12), the control unit 101 determines whether or not the number of probe information acquired within the predetermined time is equal to or greater than the threshold value TH (S13). When the number of acquisitions is not equal to or greater than the threshold TH (NO in S13), the control unit 101 performs statistical processing on statistical information (for example, vehicle stop position, travel time, number of stops, stop time, etc.) stored in advance in the storage unit 104. ) (S14), a statistical value of the signal queue length is generated (calculated) (S15). Note that a statistical value of the signal queue length can be stored in advance as statistical information.

  When the number of acquisitions is equal to or greater than the threshold value TH (YES in S13), the control unit 101 generates vehicle travel state information using real-time probe information acquired during a predetermined time (S16). The traveling state information is, for example, the stop position of the vehicle, travel time, number of stops, stop time, and the like. The control unit 101 calculates a signal queue length based on the generated traveling state information (S17). The signal queue length calculated in step S17 is a so-called signal queue length in real time, and is different from the statistical value obtained in step S15.

  The control unit 101 determines the signal control parameter of the next signal control execution cycle according to the signal queue length (including the statistical value) obtained in step S15 or step S17 (S18). The control unit 101 determines whether or not there is a next determination cycle (S19). If there is a next determination cycle (YES in S19), the process after step S11 is repeated, and if there is no next determination cycle (NO in S19). ), The process is terminated. As described above, the control unit 101 repeats the process of FIG. 9 as illustrated in FIG.

(Embodiment 2)
In the first embodiment, the case where the vehicle sensor is not provided in the inflow path has been described. However, when the vehicle sensor is provided in the inflow path, a more accurate queue length can be obtained. Hereinafter, the case where a vehicle detector is provided will be described.

  FIG. 10 is a schematic diagram showing an outline of a signal control system including the signal control apparatus according to the second embodiment. As shown in FIG. 10, in Embodiment 2, the signal control system includes a vehicle sensor 10 in addition to the signal control device 100, the traffic signal controller 1, the signal lamp 2 (2a to 2d), and the like. Note that the configuration of the signal control apparatus 100 is the same as that of the first embodiment.

  The vehicle sensor 10 is, for example, an ultrasonic vehicle sensor, measures traffic volume or occupation rate per unit time, and transmits measurement data (inflow traffic information) to the signal control device 100. The vehicle detector 10 can be installed about 150 m upstream from the intersection. The installation location of the vehicle detector 10 can be set as appropriate.

  The communication unit 102 acquires inflow traffic information obtained by the vehicle sensor 10 provided at the upstream point of the inflow paths 31 and 32. In addition, the communication unit 102 acquires signal information of the signal lamp 2 for the inflow channels 31 and 32. The inflow traffic information is, for example, the unit time traffic volume (number) obtained by counting the sensing pulse signals of the vehicle detector 10, the sensing pulse width, and the average speed obtained from the average vehicle length.

  When the acquisition number of probe information calculated by the acquisition number calculation unit 103 is equal to or greater than a threshold value (for example, once every five minutes), the index calculation unit 106 uses the acquired probe information to signal queue at the end of the green time. Calculate the number (signal waiting index). The determination unit 107 determines the blue time of the signal lamp for the inflow path according to the number of signal queues at the end of the green time calculated by the index calculation unit 106 and the inflow traffic information. The number of signal queues can be obtained by dividing the signal queue length by the average vehicle head interval.

  In addition to the unit-time traffic volume (inflow traffic information) obtained by the vehicle detector 10, the number of signal queues (the number of remaining vehicles) at the end of the green light is calculated, so the remaining number of vehicles can be considered. The load factor of the inflow path can be calculated, and a signal control parameter (for example, split) corresponding to the calculated load factor can be determined. Note that the load factor ρ is calculated by using the inflow flow rate Q (vehicles / hour) of the vehicle, the number of queues E (vehicles / hour), and the saturated traffic flow rate s (vehicles / hour), ρ = (Q + E) / s. Can be obtained.

  When obtaining the number of signal queues at the end of the green signal, only the stop position information of the vehicle stopped at the timing when the green signal ends may be extracted based on the signal information and the probe information. In addition, when the stop position information of the vehicle stopped before the timing when the green signal ends can be acquired, the number of the following vehicles that flowed in from the time when the vehicle stopped until the end time of the green signal is Counting using the inflow traffic information obtained by the sensor 10, the number of signal queues including the queue corresponding to the number of subsequent vehicles counted at the acquired stop position can be obtained.

  In the case where the vehicle sensor 10 is provided, it is possible to determine the saturation at the intersection from the traffic volume obtained by the vehicle sensor 10 and to determine the intersection split (blue time allocation) according to the calculated saturation. Although it is possible, since it is not possible to accurately know the number of remaining vehicles, it is desirable to determine the split with higher accuracy for the inflow path including the vehicle sensor 10. In the second embodiment, the probe information is compared with the case where the unit time traffic volume (inflow traffic information) obtained by the vehicle detector 10 is divided by the saturation traffic flow rate to obtain the saturation of the inflow path and determine the split. In addition, the number of signal queues at the end of the green signal (the number of remaining vehicles) can be obtained based on the signal information and the load factor can be obtained, so that signal control can be performed with higher accuracy.

  When the number of acquisitions calculated by the acquisition number calculation unit 103 is less than a threshold value (for example, once every 5 minutes), the statistical information generation unit 105 determines the number of signal queues at the end of the green time according to probe information collected in advance. The statistical value of (signal waiting index) is obtained. The determination unit 107 determines the green time of the signal lamp for the inflow path according to the statistical value of the number of signal queues at the end of the green time obtained by the statistical information generation unit 105 and the inflow traffic information.

  In addition to the unit traffic volume (inflow traffic information) obtained by the vehicle detector 10, a statistical value of the number of signal queues at the end of the green signal can be obtained. The signal control parameter (for example, split) according to the calculated load factor can be determined. Thereby, even when there is little probe information obtained in real time, the load factor can be obtained, so that signal control can be performed with higher accuracy.

  Also in the second embodiment, the statistical value of the number of waiting signals at the end of the green light can be generated separately for each time zone as shown in FIG. 6, or the day of the week instead of the time zone of the day. Alternatively, it can be generated separately for each day type, such as days. In addition, instead of performing statistical processing for each time zone or day type, it is also possible to generate a statistical value of the number of waiting signals at the end of the green light in association with the inflow traffic information obtained by the vehicle detector 10.

  FIG. 11 is an explanatory diagram illustrating an example of a statistical value of the number of signal queues at the end of the green signal according to the second embodiment. In FIG. 11, the horizontal axis indicates the number of inflows per signal cycle, and the vertical axis indicates the statistical value of the number of signal queues at the end of the green signal. The horizontal axis is not limited to the number of inflows per signal cycle, and may be the number of inflows per appropriate time.

  As shown in FIG. 11, a statistical value of the number of signal queues of the vehicle at the end of the green light is stored in association with the number of inflows (inflow traffic information). For example, when collecting the probe information and calculating the statistical value of the signal waiting index, the vehicle sensor 10 is obtained by associating the position and time of the vehicle obtained from the probe information with the time of the sensing pulse signal of the vehicle sensor 10. The statistical value of the number of signal queues at the end of the green light is obtained in association with the inflow traffic information (for example, unit traffic volume) obtained by the above. When the number of acquired probe information within a predetermined time is less than the threshold TH, the traffic light of the signal lamp for the inflow path is determined according to the acquired inflow traffic information and the statistical value of the number of signal queues at the end of the green light corresponding to the inflow traffic information. Determine the blue hour. As a result, even when the traffic situation changes depending on the day even in the same time zone, the statistical value of the signal waiting index based on the inflow traffic information actually measured by the vehicle detector 10 can be obtained, so that the signal can be obtained with higher accuracy. Control can be performed.

  In the example of FIG. 10, the vehicle detector 10 is provided in the inflow path. However, the present invention is not limited to this. For example, a plurality of vehicle detectors may be installed at points 150 m, 300 m, and 500 m upstream from the intersection. it can. Thereby, the running behavior (for example, speed change etc.) of the vehicle can be measured more accurately by the inflow traffic information obtained by the plurality of vehicle detectors 10.

  Next, the operation of the signal control apparatus 100 will be described. FIG. 12 is a flowchart showing a processing procedure of the signal control apparatus 100 according to the second embodiment. The control unit 101 acquires inflow traffic information from the vehicle detector 10 (S31), acquires signal information of the signal lamp 2 (S32), and acquires probe information transmitted by the in-vehicle device 5 (S33).

  The control unit 101 determines whether or not the probe information acquisition time has elapsed (S34). If the predetermined time has not elapsed (NO in S34), the process of step S31 is repeated. The predetermined time is, for example, a time between one cycle and several cycles of a signal cycle, or 5 minutes, 10 minutes, 20 minutes, 1 hour, or the like.

  When the predetermined time has elapsed (YES in S34), the control unit 101 determines whether or not the number of probe information acquired within the predetermined time is equal to or greater than the threshold value TH (S35). When the acquired number is not equal to or greater than the threshold TH (NO in S35), the control unit 101 performs statistical processing on statistical information (for example, vehicle stop position, travel time, number of stops, stop time, etc.) stored in advance in the storage unit 104. ) (S36), a statistical value of the number of signal queues at the end of the green light is generated (S37). Note that a statistical value of the number of signal queues at the end of the green light can be stored in advance as statistical information.

  When the number of acquisitions is equal to or greater than the threshold value TH (YES in S35), the control unit 101 generates vehicle stop position information at the end of the green light using real-time probe information acquired during a predetermined time (S38). The control unit 101 calculates the number of signal queues at the end of the green signal based on the generated stop position information and signal information (S39).

  The control unit 101 calculates, for example, a load factor according to the number of signal queues at the end of the green light (the number of remaining cars) and the inflow traffic information obtained in step S37 or step S39, and the next signal control execution cycle The signal control parameters are determined (S40). The control unit 101 determines whether or not there is a next determination cycle (S41). If there is a next determination cycle (YES in S41), the process after step S11 is repeated, and if there is no next determination cycle (NO in S41). ), The process is terminated. As described above, the control unit 101 repeats the process of FIG. 12 as illustrated in FIG.

  The signal control apparatus 100 according to the first and second embodiments can be realized by using a general-purpose computer including a CPU, a RAM, and the like. That is, as shown in FIGS. 9 and 12, a computer program that defines each processing procedure is recorded on a computer program recording medium such as a CD, a DVD, or a USB memory, and the computer program is stored in a RAM provided in the computer. The signal control apparatus 100 can be realized on the computer by loading and executing the computer program by the CPU.

  In the above-described embodiment, the four inflow passages flow into the intersection. However, the present invention is not limited to this, and the intersection may be five or more forks where five or more inflow passages flow. In many cases, the signal control device 100 of the present embodiment can also be used at the intersection of three intersections.

  The disclosed embodiments are to be considered in all respects as illustrative 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 Traffic signal controller 2 Signal lamp 5 Car-mounted apparatus 10 Vehicle detector 101 Control part 102 Communication part 103 Acquisition number calculation part 104 Storage part 105 Statistical information generation part 106 Index calculation part 107 Determination part

Claims (9)

In the signal control device for controlling the lamp color of the signal lamp at the intersection, comprising an acquisition means for acquiring probe information including the position of the vehicle traveling on the inflow path flowing into the intersection and the time passing through the position,
An acquisition number calculation means for calculating the acquisition number of probe information acquired in an arbitrary time zone by the acquisition means;
Calculates the statistical value of the signal waiting index of the vehicle on the inflow path based on the traveling state information indicating the traveling state of the vehicle obtained from the probe information acquired in advance for an arbitrary period of the probe information acquired in the time period Statistical value calculation means to
When the acquisition number calculated by the acquisition number calculation means is less than a threshold value, a determination means for determining the blue time of the signal lamp for the inflow path according to the statistical value calculated by the statistical value calculation means ;
Signal information acquisition means for acquiring signal information of a signal lamp for a plurality of inflow paths intersecting at the intersection;
Generating means for generating traveling state information indicating the traveling state of the vehicle at an arbitrary time point based on probe information collected in advance over the period ;
The statistical value calculation means includes
Configuration Tare Ru to calculate the statistical value of the signal waiting indicator on each inflow channel on the basis of the traveling state information if the timing of the signal lamp device each signal cycle for each inflow channel is the same or the same range A signal control device. An indicator calculating means for calculating a signal waiting indicator of the vehicle in the inflow path based on running state information indicating the running state of the vehicle obtained from the probe information acquired in the time zone;
The determining means includes
When the number of acquisitions calculated by the acquisition number calculation means is greater than or equal to a threshold value, the blue time of the signal lamp for the inflow path is determined according to the signal waiting index calculated by the index calculation means. The signal control apparatus according to claim 1, wherein Signal control apparatus according to claim 1 or claim 2, characterized in that it comprises a storage means to store the statistical value calculated by said statistical value calculating unit. The running state information is
The vehicle stop position in the inflow channel, travel time, signal control apparatus according to any one of claims 1 to 3, characterized in that at least one of the number of stops or stop time. The weighting means for weighting the statistical value of the signal waiting index according to the stop position, travel time, number of stops, stop time of the vehicle on the inflow path, or the road attribute of the inflow path, is provided. Item 5. The signal control device according to Item 4 . Traffic information acquisition means for acquiring inflow traffic information obtained by a vehicle sensor provided at an upstream point of the inflow path;
Signal information acquisition means for acquiring signal information of a signal lamp for the inflow path,
The index calculating means includes
Based on the signal information acquired by the signal information acquisition means, a signal waiting index at the time of the end of the green light of the signal lamp for the inflow path is calculated,
The statistical value calculation means includes
Based on the signal information acquired by the signal information acquisition means, the statistical value of the signal waiting index at the time when the green light of the signal lamp for the inflow path ends is calculated,
The determining means includes
When the number of acquisitions calculated by the acquisition number calculation means is equal to or greater than the threshold, determine the green time of the signal lamp for the inflow path according to the signal waiting index calculated by the index calculation means and the inflow traffic information, When the acquisition number is less than the threshold value, the blue time of the signal lamp for the inflow path is determined according to the statistical value of the signal waiting index calculated by the statistical value calculation means and the inflow traffic information. The signal control apparatus according to claim 2 . Storage means for storing a statistical value of a signal waiting index of a vehicle on the inflow path in association with the inflow traffic information;
The determining means includes
When the number of acquisitions calculated by the acquisition number calculation means is less than the threshold, the inflow traffic information acquired by the traffic information acquisition means and the statistical value of the signal waiting index corresponding to the inflow traffic information The signal control device according to claim 6 , wherein the signal control device is configured to determine a blue hour of the signal lamp. A computer program for causing a computer to execute a step for controlling the color of a signal lamp at the intersection using probe information including a position of a vehicle traveling on an inflow path flowing into the intersection and a time passing through the position. In
The computer,
An acquisition number calculating means for calculating the acquisition number of probe information acquired in an arbitrary time zone;
Calculates the statistical value of the signal waiting index of the vehicle on the inflow path based on the traveling state information indicating the traveling state of the vehicle obtained from the probe information acquired in advance for an arbitrary period of the probe information acquired in the time period Statistical value calculation means to
When the calculated number of acquisition is less than a threshold value, a determination unit that determines the blue time of the signal lamp for the inflow path according to the calculated statistical value ;
Signal information acquisition means for acquiring signal information of a signal lamp for a plurality of inflow paths intersecting at the intersection;
Generating means for generating traveling state information indicating a traveling state of the vehicle at an arbitrary time point based on probe information collected in advance over the period;
To function,
The statistical value calculation means includes
The Citea Rukoto as the timing of each signal cycle signal lamp device for each incoming channel to calculate the statistical value of the signal waiting indicator on each inflow channel on the basis of the traveling state information when provided in the same or the same range A featured computer program. Signal control by a signal control device for acquiring probe information including a position of a vehicle traveling on an inflow path flowing into the intersection and a time passing through the position, and for controlling a lamp color of the signal lamp at the intersection In the method
A step in which the acquisition number calculating means calculates the acquisition number of probe information acquired in an arbitrary time zone; and
Statistical value calculation means for calculating the statistical value of the signal waiting index of the vehicle on the inflow path based on the traveling state information indicating the traveling state of the vehicle obtained from the probe information collected in advance for an arbitrary period of the acquired probe information Calculating steps,
If the calculated number of acquisitions is less than the threshold value, the step of determining the blue time of the signal lamp for the inflow path according to the calculated statistical value ,
A signal information acquisition means for acquiring signal information of a signal lamp for a plurality of inflow paths intersecting at the intersection; and
Look including a step of generation means traveling state information indicating a traveling state of the vehicle at any time generated based on the previously collected probe information over the period,
The step of calculating the statistical value includes:
Signal control characterized in that a statistical value of a signal waiting index in each inflow path is calculated based on the running state information when the signal cycle timing of each of the signal lamps for each inflow path is the same or within the same range Method.

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