JP2008046998A - Route bus operation management method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the fuel consumption and the amount of exhaust gas by reducing a frequency in stop at intersections of a route bus and the stop time and to prevent the reduction of traffic capacity and the occurrence of congestion, due to low-speed running of other vehicles succeeding the route bus. <P>SOLUTION: With respect to the route bus of idling stop specifications, a bus stop is defined as a running condition presentation point for "intersection non-stop running control", and passage through the bus stop/stop at the bus stop or a start timing after stop, of the route bus is determined by a running condition presented at the bus stop, and the route bus runs to an intersection in the running condition presented at the start time after start and passes the intersection without stopping. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention significantly reduces the number of stops and stop time at the intersection red light of the route bus, thereby reducing the fuel consumption and exhaust gas amount when the route bus stops, and the time that is a major proposition of the route bus It relates to a route bus operation management method that enables accurate operation according to the table.

  Currently, the idling stop movement at the time of stopping to reduce the amount of exhaust gas and fuel consumption of route buses is being worked on vigorously.

  In addition, as a measure to reduce the number of stops and stop time due to red traffic lights at intersections of general vehicles, the `` intersection non-stop travel control system '', that is, `` passing the intersection at a certain distance upstream of the intersection with a green signal non-stop A system is proposed in which the driving conditions are presented to the vehicle, and the vehicle travels to the intersection under the received driving conditions and passes through the intersection nonstop.

JP 2003-056376 A JP 2006-031573 A Japanese Patent Application No. 2005-063217

As a measure against global warming due to the recent rise in crude oil prices or exhaust gas, reduction of vehicle fuel consumption and exhaust gas has become a global urgent proposition.
In general, one of the major causes of traffic congestion in urban areas is a decrease in traffic capacity due to red traffic lights at intersections.

  The present invention aims to reduce the amount of exhaust gas and fuel consumption by stopping the red signal of the route bus by reducing the number of times and the stop time of the intersection of the route bus as much as possible as a countermeasure against the above problems, and a general vehicle following the route bus It is intended to provide a route bus operation system that prevents traffic capacity reduction and traffic congestion due to forced low-speed driving, and enables operation according to the timetable of route buses.

  The basic principle of the present invention is the “intersection non-stop traveling control system” shown in Patent Document 2 and Patent Document 3, that is, “a vehicle passing through a point A upstream from the intersection B by a distance L, before and after the vehicle. A vehicle traveling in the same direction and a traveling condition for traveling without changing the traveling order and passing through the next intersection B with a green light are determined according to the traffic signal installed at the intersection B of the vehicle. Signal form such as signal cycle and green signal blinking time, distance L between point A and intersection B, maximum travel speed Vmax allowed for traveling between point A and intersection B, and report the calculation result to the vehicle The vehicle that has received the vehicle travels to the next intersection B under the traveling condition in which the notification is received and passes through the intersection B without stopping.

First, the basic concept of the “intersection non-stop traveling control system” will be described below.
In realizing this “intersection non-stop driving control system”, the signal cycle or blue signal of the traffic signal to be controlled in the traffic control center that controls each traffic signal or the traffic signal in the control area is controlled. It is premised that the signal form such as the blinking time can be grasped from a past signal state change or from a preset equation for signal state control.

Under the above-mentioned preconditions, for a vehicle passing a point A at a certain distance L from the intersection B, a vehicle traveling in the same direction before and after the vehicle and the next intersection B with a green signal without changing the traveling order The driving conditions for passing are: the point A passing time of the vehicle, the signal form of the traffic signal installed at the intersection B and the signal blinking time, etc., the distance L between the point A and the intersection B, and the point A -Calculate from the maximum traveling speed Vmax allowed for traveling between the intersections B, and report the calculation result to the vehicle.
The vehicle that has received the report travels to the next intersection B under the travel conditions for which the report has been received.

  By this control, all vehicles traveling from the point A to the intersection B can pass through the intersection B with a green light. By carrying out this control for all intersections in the control area of the traffic control center in each direction for each intersection, all vehicles traveling in the control area will be able to make all intersections in the control area non-exclusive unless the traffic capacity of the road becomes insufficient. You will be able to run with a stop.

Next, the rationality of the basic concept will be described with reference to FIG.
In FIG. 1, it is assumed that the vehicle passes a point A and heads for the next intersection B, and the distance between the point A and the intersection B is L. The signal period of the vehicle traveling direction signal at the next intersection B is Tp, the green signal duration is Tg, and the red and yellow signal durations are Tn.

  In addition, the traffic signal in the direction from the point A to the intersection B is turned on at time tb1, tb3,..., And is turned off at times tb2, tb4,. The maximum allowable traveling speed between point A and intersection B is Vmax.

  Next, consider the time at point A. The time before the time Tmin from the time tb4 is ta4, and the time before the signal period Tp from the time ta4 is ta2. Here, if the time Tmin is a required time when the vehicle travels between the point A and the intersection B at the allowable maximum traveling speed Vmax, the time Tmin is expressed by (Equation 1), and the time ta4 indicates that the vehicle passes the intersection B with a green signal Tg. It becomes the point A final passing time for passing between.

  Further, the vehicle that has passed the point A at the time ta2 before the signal period Tp from the time ta4 is made to reach the intersection B at the time tb3, that is, immediately after the green light at the intersection B is turned on. That is, a vehicle that has passed through point A during a period of a traffic signal at time Tp between times ta2 and ta4 passes the intersection B during a green light at time Tg between times tb3 and tb4. All vehicles passing through A and heading for intersection B can pass through intersection B non-stop during the green light.

  Next, a vehicle that has passed point A at an arbitrary time ta between time ta2 and ta4 is overtaken or overtaken by a vehicle that travels in the same direction without changing its traveling order and its traveling order. In order to pass the intersection B at time tb between Tg of green light on from time tb3 to tb4 without exceeding the maximum allowable traveling speed Vmax, the times ta and tb are related by (Equation 2). Need to be satisfied.

As a result, the traveling condition between the point A and the intersection B, that is, the recommended required time topt is obtained by (Equation 3), and the recommended traveling speed vopt is obtained by (Equation 4).
That is, if the vehicle that has passed the point A at the time ta travels to the intersection B after that with the recommended travel time topt and the recommended travel speed vopt, the vehicle will arrive at the intersection B at the time tb. The intersection signal form is a green signal state as shown in FIG.

(Equation 1)
Tmin = L / Vmax

(Equation 2)
(Ta−ta2) / (ta4−ta2) = (tb−tb3) / (tb4−tb3)

(Equation 3)
topt = tb−ta
= {(L / Vmax) · Tg2 + (tb4−ta) · Tn2} / Tp2

(Equation 4)
vopt = L / topt

However, in the above (Equation 1), (Equation 2), (Equation 3), and (Equation 4),
L: Distance between point A and intersection B Vmax: Maximum allowable traveling speed between point A and intersection B Tmin: Minimum traveling time from point A to intersection B,
topt: Recommended travel time between point A and intersection B to pass intersection B with a green light
vopt: Recommended travel speed between point A and intersection B for passing green at intersection B

Tp: Traffic signal cycle at intersection B Tn: Duration of yellow and red traffic lights at intersection B Tg: Duration of green traffic light at intersection B
tb1, tb3, ...: Green light lighting time at intersection B
tb2, tb4, ...: Green light extinction time at intersection B
ta2, ta4,...: a point A passing time for a vehicle traveling at point A toward intersection B at speed Vmax to arrive at intersection B at times tb2, tb4,.
ta: Time at which vehicle passes through point A
tb: Arrival time at intersection B when a vehicle passing through point A at time ta travels toward intersection B at the recommended travel speed vopt
t: time,
It is.

  In addition, in calculating the recommended required time topt and the recommended travel speed vopt between time ta and time ta6 after time ta4 has elapsed, tb4 in the equation (Equation 3) is updated to tb6.

  The vehicle is informed about the recommended travel time topt and recommended travel speed vopt corresponding to the travel time ta of the vehicle at point A, and travels to intersection B under the reported travel conditions. There is also a risk that the travel conditions will deviate from the reported travel conditions. In order to solve this problem, the vehicle travels while counting the elapsed time tx and the travel distance Lx after passing through the point A, and the travel distance Lx changes by a constant distance ΔLx each time the elapsed time tx changes by a constant time Δtx. Each time, the corrected recommended travel time toptt and the corrected recommended travel speed voptt are calculated using (Equation 5) and (Equation 6), and the vehicle is corrected every fixed time Δtx or fixed distance ΔLx. There is a method of traveling to intersection B while sequentially updating to the latest corrected traveling conditions.

(Equation 5)
toptt = topt−tx

(Equation 6)
voptt = (L−Lx) / (topt−tx) = (L−Lx) / toptt ≦ Vmax

However,
toptt: Recommended time required for correction
voptt: Recommended recommended travel speed
tx: Elapsed time after passing through point A
Lx: Travel distance after passing through point A
It is.

A method for effectively applying the “intersection non-stop traveling control system” to a route bus will be described below.
First, a bus stop is provided at the point A (actually the point of the bus stop is point A). At the bus stop A, various information related to traveling toward the intersection B of the route bus is presented to the route bus.
Moreover, it is as usual to present various kinds of information for passing through the intersection B nonstop to a general vehicle passing toward the intersection B at the point A.
Hereinafter, the point A and the bus stop A will be referred to as a point A when describing the entire “intersection non-stop traveling control system” and when referring to a general vehicle, and as a bus stop A when describing a route bus. In both cases, the distance from the intersection B is L and the same.

  The following problems occur when trying to apply the “intersection non-stop travel control system” to a route bus. That is, in the above description, the allowable maximum traveling speed between the point A and the intersection B is Vmax. However, in the case of a route bus, the allowable maximum traveling speed Vmaxb during traveling on a route is generally lower than the allowable maximum traveling speed Vmax of the general vehicle. Value.

  Accordingly, in FIG. 1, all vehicles that originally passed through the point A during the time Tp from the time ta2 to ta4 will reach the intersection B during the time Tg from the time tb3 to tb4 by traveling at the recommended travel speed vopt corresponding to the time passing through the point A. On the other hand, in order to pass the intersection B before the green light extinguishing time tb4 in the route bus, the point ta, that is, the bus stop A, is at least (time 7) before the time Tminb from the time tb4. 'Before you need to pass.

  To be exact, the recommended travel speed vopt calculated at bus stop A satisfies time (time 8) (however, time ta24 is before time ta4 ') In A, the recommended travel speed vopt presented to the general vehicle is equal to or higher than the route bus allowable maximum travel speed Vmaxb. Therefore, even if the route bus is run at the route bus allowable maximum travel speed Vmaxb in this state, the route bus does not always pass through the intersection B in a non-stop manner, and may interfere with the recommended travel speed of a general vehicle. Become.

(Equation 7)
Tminb = L / Vmaxb

(Equation 8)
vopt> Vmaxb

here,
Tminb: Minimum travel time of route bus from point A (bus stop A) to intersection B,
Vmaxb: Maximum allowable travel speed on route bus from point A (bus stop A) to intersection B,
ta2 ', ta4', ...: Points for route buses traveling at point A (bus stop A) to intersection B at speed Vmaxb to arrive at intersection B at times tb2, tb4, ... A passing time,
ta24: time when the recommended travel speed vopt calculated at the point A (bus stop A) becomes the maximum allowable travel speed Vmaxb for the route bus,
tb34: Intersection B arrival time when the vehicle that passed through point A (bus stop A) at the time ta24 traveled at the recommended travel speed (vopt = Vmaxb),
It is.

As a measure to solve the above problem, the calculation result vopt of the recommended travel speed for the route bus that tries to pass or stop at the bus stop A between time ta2 and ta24 is less than or equal to the route bus allowable maximum travel speed Vmaxb ( Since the relationship in equation (8) is not satisfied, the bus is allowed to pass or depart for bus stop A, and at the recommended travel speed vopt corresponding to the time of bus stop A or depart to the intersection B with general vehicles. And run.
However, even if the recommended travel speed vopt does not satisfy the relationship of (Equation 8) and the passage of bus stop A is permitted, if there is a passenger at bus stop A, the route bus will naturally be bus stop A. It will stop at.

  On the other hand, the calculation result vopt of the recommended travel speed for the route bus that tries to pass or depart from bus stop A between time ta24 and ta4 satisfies the relationship of (Equation 8), so the passage or departure of bus stop A is prohibited. Then, the vehicle stops at bus stop A until vopt ≦ Vmaxb. However, the general vehicle is driven toward the intersection B at the recommended traveling speed vopt corresponding to the passing time at the point A during this time.

By managing the route bus in this way, ordinary vehicles that pass through point A between times ta24 and ta4 do not need to travel after the route bus because the route bus is stopped at bus stop A. "Intersection non-stop driving" becomes possible.
On the other hand, the stop time is extended between time ta24 and ta4 for the local bus, and the transit time at intersection B of the route bus shifts from the green signal period at time tb3 to tb4 to the green signal period at time tb5 to tb6. Even if the stop time at stop A does not extend, it will stop at intersection B at the yellow or red traffic light at time tb4-tb5. Therefore, the delay time is not much different, and the route bus schedule is operated in a comprehensive manner. It becomes easy.

  As described above, according to the present invention, the stop time is somewhat extended by optimizing the passage / stop at the bus stop and the departure timing after the stop at the same time as the "intersection non-stop traveling control" of the route bus. However, the number of stoppages and stoppage time due to red traffic lights at the intersection will be significantly reduced, and at the same time, the problem of reduced traffic capacity and occurrence of traffic congestion for ordinary vehicles on the route due to low-speed driving of the route bus can be solved. Therefore, it is very effective not only for bus operation management but also for general traffic management.

  In particular, by performing idling stop while the route bus is stopped, the effect of reducing fuel consumption and emission reduction is increased.

  In addition, when the present invention is applied only to a route bus without applying the “intersection non-stop travel control system” to a general vehicle, the general vehicle recognizes that the route bus travels forward after passing the bus stop A. Will be able to pass through the intersection B non-stop by following the route bus as it is. That is, in this case, the “intersection non-stop traveling system” is automatically applied partially to general vehicles.

It is desirable that the route bus is capable of idling stop, and the bus stop A is in a form of being retracted from the road as shown in FIG.
In the above, the instruction of the timing of passing / stopping to the route bus at the bus stop A and the departure timing after stopping, or the instruction of the route bus traveling speed after the departure is made by the inter-vehicle communication or the operation of the route bus in a certain area. This is done by communication via a mobile phone from the operation management center to be managed.

  In the case of road-to-vehicle communication, for example, as shown in FIG. 2, the bus stop A directly from the signal form information of the intersection B immediately downstream of the bus stop A, the distance between the bus stop A and the intersection B, the allowable maximum traveling speed information, etc. Although it is possible to calculate and transmit information to be directed at the operation management center, of course, when the operation management center is interposed, the present invention is applied to the route in the operation management jurisdiction area at the operation management center. It is necessary to obtain various information including traffic signal form information for all intersections, and calculate and report the instruction information for each bus stop corresponding to the information.

  FIG. 2 shows an arrangement example of the roadside device of the route bus operation management system according to the present invention, and FIG. 3 shows a configuration example of the roadside device and the vehicle side device, respectively.

2 and 3,
111 is connected to the traffic signal (not shown) at the intersection B, and the signal form of the traffic signal in the vehicle traveling direction, that is, tb1, tb2, tb3, tb4,... And Tp, Tg, Tn, etc. shown in FIG. Signal form detection device for detecting

  112 obtains the traffic signal signal form information from the signal form detection device 111, the bus stop A-intersection B distance L information inputted in advance, the bus stop A-intersection B allowable maximum traveling speed Vmax information, Based on the maximum allowable travel speed Vmaxb between the bus stop A and the intersection B, the travel conditions such as the recommended required time topt and the recommended travel speed vopt by (Equation 3) and (Equation 4) every fixed time ΔT A roadside arithmetic unit that calculates whether a route bus passes or departs from Equation 8),

  113 forms a communication area at the bus stop A before the distance L from the intersection B, and the driving conditions such as the recommended required time topt and the recommended traveling speed vopt which are the outputs of the roadside arithmetic unit 112 and the distance L between the bus stop A and the intersection B , A road-to-vehicle communication roadside device that transmits an allowable maximum speed Vmax between bus stop A and intersection B and a route bus passage / departure availability signal to a road-to-vehicle communication vehicle-side device 121 described later.

  Here, the route bus passage / departure propriety signal is when the route bus is about to pass or stops at bus stop A, and when the current time t is between times ta24-ta4 shown in FIG. After the recommended travel speed vopt of the roadside arithmetic unit 112 has exceeded the maximum allowable travel speed Vmaxb for the route bus, it is a signal that prohibits passage of bus stop A or departure for the route bus until time ta4. is there.

  The signal form detection device 111, the roadside arithmetic device 112, and the road-to-vehicle communication roadside device 113 constitute the roadside device 110.

Also in FIG.
The communication area includes an antenna that forms part of the road-to-vehicle communication roadside device 113 so that normal road-to-vehicle communication can be performed with all vehicles heading in the direction of intersection B, including the route bus that is stopped at bus stop A. The directivity, attachment position, etc. (not shown) are optimally set and formed on the road toward the intersection B.

  121, a recommended required time topt transmitted from the roadside-to-vehicle communication roadside device 113, travel conditions such as a recommended travel speed vopt, a distance L between the bus stop A and the intersection B, an allowable maximum speed Vmax between the bus stop A and the intersection B, and Road-to-vehicle communication vehicle-side device that receives a route bus passage / departure availability signal at the current time t,

  122, a recommended travel time topt received by the road-to-vehicle communication vehicle side device 121, a travel condition such as a recommended travel speed vopt, a distance L between the bus stop A and the intersection B, an allowable maximum speed Vmax between the bus stop A and the intersection B, and The route bus passing / departure enable / disable signal is input, and the route bus pass / departure enable / disable signal is accepted, and the route bus passes or departs bus stop A, and then the elapsed time tx and the travel distance Lx from bus stop A When the elapsed time after passing bus stop A and departure changes by Δtx, the vehicle side computing device calculates the recommended recommended required time toptt and the corrected recommended travel speed voptt by (Equation 5) and (Equation 6). is there.

  Here, the travel distance Lx after passing the bus stop A and leaving the vehicle is obtained by integrating vehicle speed information.

123 is an automatic speed control device that inputs the recommended travel speed vopt or the corrected recommended travel speed voptt, which is the output of the vehicle-side arithmetic unit 122, as a set speed every time it is updated, and causes the route bus to travel at the set speed,
124 is a display / sound output device that displays or outputs the route bus passing / departure availability signal, recommended travel speed vopt or corrected recommended travel speed voptt, which is the output of the vehicle-side arithmetic unit 122, to inform the route bus driver.
It is.

  The road-to-vehicle communication vehicle-side device 121, the vehicle-side arithmetic device 122, the automatic speed control device 123, and the display / audio output device 124 constitute the vehicle-side device 120.

    By constructing and operating the route bus operation management system according to the present invention as described above, the route bus passes the bus stop A between the bus stop A and the intersection B after the passage / departure signal is permitted. The vehicle travels at the recommended travel speed vopt or the corrected recommended travel speed voptt and can pass through the intersection B with a green light.

  In the first embodiment, the passage / departure availability signal at the bus stop A of the route bus, or the recommended travel speed vopt after passing / departure or various information necessary for calculating the corrected recommended travel speed voptt is presented by road-to-vehicle communication. However, it is also possible to use a mobile phone or the like from the operation management center instead of road-to-vehicle communication.

  In this case, the operation management center will send a pass / departure signal to the route bus that passes or stops at each bus stop for all route buses traveling within the jurisdiction, and the recommended travel speed vopt or correction after passing / departure. Recommended travel speed voptt Necessary information such as traffic signal status information at each intersection in the management area, bus stop-intersection distance, and maximum allowable travel speed must be concentrated to present various information necessary for calculation. It becomes.

  In addition, in order for the operation management center to know which route bus is passing through which bus stop, it is necessary to inform the operation management center of the name of the bus stop being stopped from the route bus side. This is possible by providing a GPS reception function for position specification on the route bus side.

  As described above, the present invention can maximize the effect of the “intersection non-stop traveling control system” by adapting the traveling of the route bus to its characteristics when the “intersection non-stop traveling control system” is applied.

  Furthermore, applying the “intersection non-stop driving control system” only to route buses can also help to reduce the fuel consumption and exhaust gas amount of route buses, and further reduce the chances of traffic jams involving other vehicles. it can.

Basic concept of "intersection non-stop travel control system" that is the basis of the present invention, and problems and solutions for application to the route bus Roadside device arrangement example of route bus operation management system according to the present invention 1 is a configuration example of a roadside device and a vehicle side device of a route bus operation management system according to the present invention.

Explanation of symbols

In FIG.
L: Distance between bus stop A and intersection B Vmax: Maximum allowable traveling speed between bus stop A and intersection B Vmaxb: Maximum allowable traveling speed between bus stop A and intersection B Tmin: Minimum traveling time between bus stop A and intersection B Tp: Intersection B traffic signal signal period Tg: Intersection B traffic signal green signal duration Tn: Intersection B traffic signal yellow and red signal duration

tb1, tb3, tb5, ...: Intersection B traffic light green light lighting time
tb2, tb4, tb6, ...: Intersection B traffic light green light extinction time
ta2, ta4, ta6, ...: tb2, tb4, tb6, ... each time (L / Vmax)
ta2 ', ta4', ...: tb2, tb4, ... {(L / Vmaxb)-(L / Vmax)} ahead of time
ta, ta ': Time when the vehicle passes through intersection B
tb: Intersection B arrival time when the vehicle that passed through point A at time ta headed for intersection B at speed vopt
tb ': Intersection B arrival time when the vehicle that passed through point A at time ta' headed to intersection B at speed vopt
tb3 ′: Intersection B arrival time when the vehicle passing through point A at time ta ′ travels at a speed Vmax
t: Time

2 and 3,
DESCRIPTION OF SYMBOLS 110: Roadside device 111: Signal form detection device 112: Roadside arithmetic device 113: Roadside-to-vehicle communication roadside device 120: Vehicle side device 121: Roadside-to-vehicle communication vehicle side device 122: Vehicle side arithmetic device 123: Automatic speed control device 124: Display / Audio output device.

Claims (2)

  By optimizing the bus stop A passing or stopping and stopping at the bus stop A which is upstream from the intersection B by the distance L upstream toward the intersection B A route bus operation management method characterized by reducing non-stop traveling, that is, the number of stops and the stop time, at an intersection B of a general vehicle traveling toward the intersection B before and after the route bus. The recommended travel speed vopt for passing through the intersection B reported from the bus stop A non-stop for a route bus that tries to pass or depart the bus stop A upstream from the intersection B by the distance L toward the intersection B. When vopt> Vmaxb with respect to the maximum travel speed Vmaxb (where Vmaxb <Vmax, Vmax: permissible maximum travel speed for general vehicles) allowed for the route bus operation between the bus stop A and the intersection B, vopt ≦ Vmaxb 2. The route bus operation management method according to claim 1, further comprising: prohibiting passage of the bus stop A from the bus stop A or departure from the bus stop A.

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