JP2005332313A - Simulation method for traffic operations evaluation - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simulation method for traffic operations evaluation which evaluates ratios of traffic jams on roads and power consumption of trains with prioritically controlling signals so as to promote running of trains in a new traffic system to allow both vehicles and trains to run on roads. <P>SOLUTION: A plurality of priority signal patterns to allow trains to smoothly pass at signals of intersections are provided in train facility routes in which both vehicles and trains run on roads. The priority signal patterns are repeatedly read out to evaluate a ratio of vehicle staying on the road in the same direction as that of travelling based on the amounts of traffic per unit time on roads, lengths of roads and lengths of vehicles and to simulate it. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a traffic operation evaluation simulation method for quantitatively evaluating a state change to a road by running a train when both a vehicle and a train are run on the road.

  For example, the following Patent Documents 1 to 3 disclose traffic operation evaluation simulations that quantitatively evaluate the state change to the road by running the train when running both the vehicle and the train on the road. There are simulators that control signals and evaluate vehicle travel time on the road.

Japanese Patent Laid-Open No. 5-250594 JP-A-6-259407 Japanese Patent Laid-Open No. 11-203588

  Since the conventional technology does not consider a new traffic system that travels both a vehicle and a train on the road, there is a problem in that the state change to the road cannot be quantitatively evaluated when the train travels. Further, although signal control for controlling the traveling time of the vehicle is performed, there is a problem that priority signal control for promoting traveling of the train is not taken into consideration.

  An object of the present invention is to provide a vehicle traffic rate on a road and a power consumption of a train while preferentially controlling signals so as to promote the travel of the train in a new traffic system that travels both a vehicle and a train on the road. The purpose of the present invention is to provide a traffic operation evaluation simulation method that can evaluate the above.

  A feature of the present invention is that a train staying route that influences at least a train facility is evaluated using a train facility route on which a vehicle and a train run on a road, a traffic signal on the train facility route, and road information. In the traffic operation evaluation simulation, a plurality of priority signal patterns that can smoothly pass through the traffic lights on the road where the train intersects are set, the priority signal patterns are repeatedly read out, and the traffic volume per unit time of the road, road length, vehicle The vehicle retention rate on the road in the same direction as the traveling direction is evaluated from the long.

  The present invention can simulate the setting condition of the priority signal in accordance with the traveling state of the train under various conditions while taking into consideration the residence rate of the vehicle, and provide various data, and the environmental assessment document before the implementation of the new transportation system. Can be offered as. In addition, the present invention can intuitively grasp the influence state on the road due to the travel of the new traffic system by displaying various evaluation data graphically.

  The present invention can simulate the setting condition of the priority signal according to the progress of the train under various conditions while taking into consideration the residence rate of the vehicle, provide various data, and environmental assessment data before the implementation of the new transportation system. Can be provided as. In addition, by displaying various evaluation data graphically, it is possible to intuitively grasp the state of influence on the road due to the operation of the new transportation system.

  A traffic operation evaluation simulation method for evaluating a vehicle residence rate that affects at least a train facility by using a train facility route for traveling a vehicle and a train on a road, traffic lights on the train facility route, and road information. A road that intersects with the direction of travel from the traffic volume per unit time of the road, the road length, and the vehicle length by repeatedly setting the priority signal patterns that can smoothly pass through the traffic lights on the road where the road intersects. The vehicle retention rate is evaluated.

  An embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a block diagram showing an embodiment of the present invention.

  In FIG. 1, a traffic operation evaluation simulation apparatus 10 has the same hardware configuration as a normal computer. That is, it comprises a central processing unit (CPU) 11, a bus 12, a memory (MEM) 13, a magnetic disk (HD) 14, a display (CRT) 15, a keyboard (KB) 16, and a mouse (MS) 17. The program is stored in the magnetic disk (HD) 14 and processed while being expanded in the memory (MEM) 13.

  FIG. 2 is a block diagram of a program of the traffic operation evaluation simulation apparatus of the present invention.

  First, simulation parameters are set (step 100). In this setting, a facility route of a train, a road curve, a station, a signal, a road, a map of characters, a map, and various attributes are set. Next, simulation processing (detailed flow will be described later) is performed (step 200). Finally, simulation record storage processing is performed (step 300). In this simulation record storage process, a graph of simulation results is also output.

  FIG. 3 is a detailed flowchart of the simulation process (step 200). First, the simulation time is initialized (time T is set to 1 second (T = 1)) (step 210), and then the simulation time of each signal is initialized (step 220).

  When the initialization is completed, signal display color determination processing (detailed flow will be described later) for performing signal priority control processing is performed according to the position of the vehicle (step 230). Next, a new traffic vehicle operation process (detailed flow will be described later) is performed to accelerate and decelerate the new traffic vehicle (LRT) (step 240). When the new transportation vehicle operation process is finished, a vehicle retention rate calculation process (detailed flow will be described later) is performed to determine how long the vehicle stays on the road (step 250).

  Next, as the simulation output information, various pieces of calculation information such as vehicle information, signal information, and road vehicle residence rate information of new traffic at time T are output (step 260). Next, each data display such as a speed graph at time T and power consumption is performed (step 270). At the time of each data display, in the map display mode, the position display of the new traffic vehicle icon, the signal color display, and the vehicle residence rate display are performed on the map.

  When the simulation of one unit (every second) is completed, it is determined whether the vehicle travel position is the route end point. If it is not the end position, the simulation time is updated (T = T + 1), the process jumps to step 230, and Similarly, simulation is performed repeatedly. On the other hand, the simulation ends when the end position is reached (steps 280, 290).

  FIG. 4 is a detailed flow of signal display color determination processing (step 230) for performing priority control processing of the priority signal pattern, which is the point of the present invention. FIG. 5 shows the positional relationship between the new traffic vehicle (LRT) and the signal, and the distance for performing the priority signal processing is Lc.

  In FIG. 4, it is first determined whether or not the signal is a priority signal (step 231), and if true (Yes), it is determined whether or not an LRT exists in the distance range Lc (step 232). Next, it is determined whether or not the signal display time is in the green signal extension control time range (step 233). If true, the signal time is changed to the green signal extension control time (step 236).

  On the other hand, if false (No) in step 233, it is determined whether the signal display time is within the red signal shortening control time range (step 234). If true, the signal time is changed to the red signal shortening control time (step 234). 235). Finally, the signal color at the signal time is acquired (step 237).

  An example of the signal display color determination process (step 230) in FIG. 4 will be described with reference to FIGS. FIG. 6 shows a time chart of signals in the traveling direction (forward direction) and in the reverse direction, and it is assumed to change cyclically from “blue”-> “yellow”-> “red”. (1) to (7) are examples of the position of a new transportation vehicle (LRT). Tr1 represents the shortened red setting time, and Tr2 represents the signal red time during the shortening control. FIG. 7 shows a change state of the signal in the direction opposite to the LRT traveling direction at each position of the LRT. The change state of the signal is represented by dividing the signal display color after 1 second into two cases of a general signal and a priority signal with respect to the display color of the current signal.

  Hereinafter, the signal control in the traveling direction of the LRT will be described.

  6 and 7, when LRT is (1) and (2), the signal changes as usual. In (1), “red”-> “blue”, and in (2), “blue”-> “blue”. (3) is the time before the yellow signal is switched, and if there is a priority signal, the blue signal is extended and "blue"-> "blue". There is no change during the yellow signal period of (4).

  Next, at (5) at the time when the color changes from yellow to red, if there is a priority signal, when “yellow”-> “red”, the red signal time during the shortening control is switched to the first second time. Reduce red light time. At the time of (6), if there is a priority signal, it is not within the red signal time (Tr2) at the time of shortening control. Therefore, the red signal time at the time of shortening control is switched to the first second time, and the red signal time is similarly set. Shorten. In (7), there is no signal control because it is already within the red signal time (Tr2) during the shortening control.

  FIG. 8 is a detailed flow of the new traffic vehicle operation process (step 240). First, parameters necessary for this one second are acquired (step 241). Next, assuming that the vehicle has accelerated, it is determined whether or not it is possible to enter the speed limit designated object with a limit value (step 242), and when it is possible to enter, acceleration is calculated (step 244).

  On the other hand, when the determination in step 242 is false, after maintaining the current speed, it is determined whether or not it is possible to enter the speed limit designated object with a limit value (step 243), and when it is possible to enter, acceleration = 0 is set. On the other hand, if the determination in step 243 is false, the deceleration is calculated (step 246). As described above, vehicle operation is performed while repeating acceleration and deceleration processing.

  FIG. 9 is a detailed flow of the vehicle residence rate calculation process (step 250). First, referring to the signal color (step 251), when the color is blue or the first half of yellow, the calculation of the number of vehicles staying on the road at the time of the green signal is calculated (step 252). On the other hand, when the color is red or yellow, the number of staying vehicles on the road at the time of the red signal is calculated (step 253). In the calculation of the number of staying vehicles, the number of vehicles on the road in the same direction as the traveling direction of the LRT and the number of vehicles on the road in the direction intersecting the traveling direction are calculated.

  Here, the number of vehicles staying on the road at the time of the green light is obtained by adding the unit traffic volume (vehicles / second) of the road 1 lane to the number of vehicles stopped 1 second ago (vehicles). This is the value obtained by subtracting the unit saturated traffic flow rate (units / second). The number of vehicles staying on the road at the time of a red signal is a value obtained by adding the unit traffic volume (vehicles / second) of one lane of the road to the number of vehicles (vehicles) stopped 1 second ago. Next, the vehicle staying rate is calculated from the number of staying vehicles obtained in step 253 (step 254). The vehicle retention rate can be calculated by multiplying the number of staying vehicles (units) by the vehicle length (m) and dividing this value by the road length (m).

  In order to avoid the trouble of the simulation apparatus in the present invention, the signals on the road shown in FIG. 10 are combined into four signals as shown in FIG. 11, the traveling direction is the forward direction, and the direction crossing this is the reverse direction. Defined. That is, the signal blocks SIG11 to SIG14 in FIG. 10 are aggregated as SIG1 in FIG. 10 and 11, BUIL represents a building such as a building (shaded portion). When executing simulation, the signal pattern (red / yellow / red state) used by the LRT is acquired at 1-second intervals of the simulation time and displayed as “LRT traveling direction signal is performed”. To do.

  FIG. 12 graphically (JAM1) displays the vehicle retention rate of the road intersecting the LRT traveling direction among the vehicle retention rates obtained in FIG. When the retention rate is low, it is displayed in blue, and as the retention rate increases, it is displayed in red. Thereby, the effect that a retention rate can grasp | ascertain intuitively arises. In addition to displaying by color, the same effect can be obtained by displaying the retention rate in numbers.

  FIG. 13 graphically (JAM2) displays the vehicle retention rate on the road in the same direction as the LRT travel direction among the vehicle retention rates obtained in FIG. The display method is the same as in FIG.

  In the above description, the vehicle residence rate has been mainly described. However, in addition to this data, there is also a function of outputting the vehicle power consumption or outputting the vehicle speed as a graph.

It is a block diagram which shows one Example of this invention. It is a block diagram of the traffic operation evaluation simulation program of this invention. It is a detailed flowchart of a simulation process. It is a detailed flowchart of the signal display color determination process which performs the priority control process of a signal. It is explanatory drawing of a signal display color determination process. It is explanatory drawing of a signal display color determination process. It is explanatory drawing of a signal display color determination process. It is a detailed flowchart of new transportation vehicle operation processing. It is a detailed flowchart of a vehicle residence rate calculation process. It is explanatory drawing of the definition method of a signal. It is explanatory drawing of the definition method of a signal. It is a display example figure of a vehicle residence rate. It is a display example figure of a vehicle residence rate.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Traffic operation evaluation simulation apparatus, 11 ... Central processing unit (CPU), 12 ... Bus, 13 ... Memory (MEM), 14 ... Magnetic disk (HD), 15 ... Display (CRT), 16 ... Keyboard (KB), 17 ... Mouse (MS) 17, LRT ... New transportation vehicle.

Claims (6)

In a traffic operation evaluation simulation method for evaluating a vehicle residence rate that affects at least a train facility, using a train facility route that causes a vehicle and a train to travel on a road, traffic lights on the train facility route, and road information,
A plurality of priority signal patterns that can smoothly pass through the traffic lights on the road where the train intersects are set, the priority signal patterns are repeatedly read out, and the traffic direction per unit time of the road, the road length, and the vehicle length intersect with the traveling direction A traffic operation evaluation simulation method for evaluating the vehicle retention rate of a road to be operated. In a traffic operation evaluation simulation method for evaluating a vehicle residence rate that affects at least a train facility, using a train facility route that causes a vehicle and a train to travel on a road, traffic lights on the train facility route, and road information,
A plurality of priority signal patterns that can smoothly pass traffic lights on the road where the train intersects are set, the priority signal pattern is repeatedly read out, and the traffic direction per unit time of the road, road length, and vehicle length are the same as the traveling direction A traffic operation evaluation simulation method for evaluating the vehicle retention rate of a road in a direction.   3. The traffic operation evaluation according to claim 1, wherein, as the priority signal pattern, a priority signal time is set to extend a blue state so that the train can pass through the train when the color of the traffic light is blue. Simulation method.   3. The traffic according to claim 1, wherein a priority signal time is set as the priority signal pattern so as to shorten a red state so as to promote the passage of the train when the color of the traffic light is red. Operation evaluation simulation method.   The traffic operation evaluation simulation method according to claim 1, wherein a ratio of the vehicle retention rate is displayed on the road.   6. The traffic operation evaluation simulation method according to claim 5, wherein the ratio display of the vehicle residence rate is at least a color display and a numerical display.

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