JP2008065723A - Route bus operation management method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the fuel consumption/emission of exhaust gas and facilitate on-time operation of a route bus by reduction of intersection stopping frequency/stopping time of the route bus or by effective execution of idling stop. <P>SOLUTION: In a route bus of idling stop specification, the intersection stopping frequency of the route bus which is to pass through a bus stop toward an intersection or to start after stopping at the bus stop is reduced by limiting the permission of passing through or starting from the bus stop to a time at which the bus can pass through the intersection on a green signal without stopping by general traveling of the bus up to the intersection, and the propriety of idling stop is determined according to the residual time quantity up to the starting permission time after stopping at the bus stop, whereby the effect of idling stop is enhanced. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a route bus operation management method capable of reducing the fuel consumption and exhaust gas amount of a route bus and enabling accurate operation according to a timetable which is a major proposition of the route bus.

  Currently, idling stop at the time of stopping for reducing the amount of exhaust gas and fuel consumption of a route bus is widely performed (Patent Document 1).

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, `` to pass the intersection with a green signal non-stop at a certain distance upstream of the intersection '' A system is proposed in which a traveling condition is presented to a vehicle, and the vehicle travels to an intersection under the presented traveling condition and passes through the intersection nonstop (Patent Document 2).
Furthermore, a method of rationally operating the “intersection non-stop travel control system” for a route bus has also been proposed (Patent Document 3).

JP 2003-056376 A JP 2006-031573 A Japanese Patent Application No. 2006-223694

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 reducing the number of times the bus stops at the intersection as much as possible as a countermeasure against the above problems, and by increasing the effectiveness of idling stop when stopping at the bus stop, It is intended to provide a route bus operation method that enables the route bus to operate according to the timetable.

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

First, the basic concept of the “intersection non-stop traveling control system” will be described below.
To realize the “intersection non-stop driving control system”, the traffic signal of the traffic signal to be controlled in the traffic control center that controls the traffic signals in the individual traffic lights or in the control area in the future, or the blue light flashes in the future. It is assumed that the signal form such as time can be grasped from past signal state changes or from preset signal state control arithmetic expressions.

Under the above preconditions, for a vehicle passing through a point A upstream by a certain distance L from the intersection B, a vehicle that travels in the direction of the intersection B before and after the vehicle and the next intersection B without changing the traveling order The driving conditions for passing in the green light are the signal form such as the passing time of the point A of the vehicle, the signal period of the traffic signal installed at the intersection B and the flashing time of the green light, the distance L between the point A and the intersection B, The maximum traveling speed Vmax allowed for traveling between the point A and the intersection B is calculated, and the calculation result is reported 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 the time required when the vehicle travels between the point A and the intersection B at the maximum allowable traveling speed Vmax, the time Tmin is expressed by (Equation 1), and the time ta4 indicates that the vehicle passes the intersection B at the time tb3. It becomes the point A final passing time for passing during the green light Tg of tb4.

  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
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.

  As described above, in the “intersection non-stop traveling control system”, all vehicles passing through the point A during the signal period Tp of the intersection B from time ta2 to ta4 are allowed to pass during the intersection green light period Tg from time tb3 to tb4. Therefore, the optimum driving condition is calculated and presented for each vehicle passing through point A and going to intersection B at point A, and each vehicle travels to intersection B under the presented driving condition and stops at intersection B. Pass with a green light.

  On the other hand, in the route bus operation management method according to the present invention, the point A is the bus stop A of the route bus, and the route bus that departs after passing the bus stop A or stopping for getting on and off of passengers is the “intersection” As in the case of the “Non-Stop Travel Control System”, the intersection B is passed non-stop between the green lights. However, at the bus stop A, the optimal travel conditions corresponding to the time when the bus stop A passes or stops after stopping. Rather than presenting it, the travel speed is assumed to be the normal travel speed Vb, and the vehicle travels from the bus stop A to the intersection B at the travel speed Vb and can pass through the intersection B with a non-stop green signal. Is defined as the permitted departure time range, and the bus stops at the bus stop A at times outside the permitted departure time range. Rui prohibits departure after stopping, but that is until the time in between departure permitted time range to try to wait for the departure in the bus stop A.

Hereinafter, the present invention will be described with reference to FIG.
The route bus travels to intersection B by normal traveling at the traveling speed Vb from bus stop A, and passes the bus stop A or passes the stop time after stopping at ta3 'between times tb3 to tb4, which are green signal periods. ˜ta4 ′, ta3 ′ and ta4 ′ are (Expression 6) and (Expression 5), respectively.

(Equation 5)
ta4 '= tb4-L / Vb

(Equation 6)
ta3 '= ta4'-Tg = tb4-L / Vb-Tg

However, in the above (Equation 5) and (Equation 6),
L: Distance between bus stop A and intersection B,
Vb: Route bus normal traveling speed between bus stop A and intersection B,
Tp: Traffic signal cycle at intersection B
Tn: duration of yellow and red signals at intersection B,
Tg: duration of green light at intersection B,

tb1, tb3, tb5, ...: green light lighting time at intersection B
tb2, tb4, tb6, ...: green light extinction time at intersection B
ta3 ', ta4', ta5 '...: Buses for route buses that traveled at bus speed A toward intersection B at speed Vb and arrive at intersection B at times tb3, tb4, tb5, ... Stop A passing or departure time,
ta3 'to ta4', ta5 'to ta6': Departure permitted time range at bus stop A
t: time,
It is.

That is, the route bus that passes through the bus stop A or stops after the time ta3 'to ta4' travels toward the intersection B at the normal traveling speed Vb, so that the intersection B travels between the green lights Tg at the times tb3 to tb4. Because it is possible to pass non-stop at this time, this time range will be the bus stop A departure permitted time range, and during that time it will be necessary to stop at the intersection B when heading to the intersection B at the normal travel speed Vb, departure is prohibited Time range. Therefore, during this departure-prohibited time range, the route bus stops at bus stop A even when there are no passengers, or the route bus that tries to depart after stopping stops its departure until the time reaches the departure permission time range. .
In the above, the time ta3 'to ta4' is the permitted time range for departure, but in FIG. 2, the time ta5 'to ta6' at the bus stop A that aims to pass the time tb5 to tb6 in the next intersection green light period is also permitted to depart It goes without saying that it is a range.

  In the present invention, the route bus that stops at bus stop A knows whether the current time is within the permitted departure time range or the prohibited departure time range, or how much time is left before the permitted departure time range. Therefore, knowing whether the scheduled stop time from the stop time until reaching the departure permission time range is more than the effective time for idling stop, it is possible to appropriately determine whether idling stop is possible. Effectiveness can be increased.

Here, the “effective time for idling stop” will be described.
By performing idling stop, the fuel consumption and exhaust gas amount during that time can be reduced, but instead, when the engine is started after starting idling stop and starting, more fuel is required than during normal driving, and the exhaust gas amount Will also increase. Therefore, if the idling stop time is short, there is a problem that the fuel consumption amount and the exhaust gas amount increase due to the idling stop.
The “effective time for idling stop” refers to the boundary time Tas or more, and the idling stop effect is produced only when the idling stop time is equal to or greater than Tas.

  By managing the route bus in this way, the stop time due to the red light at the intersection will be transferred to the stop time extension at the bus stop, and the route bus stop time at the bus stop is compared to the conventional case Although it is extended, there is no stop at the intersection, and the effect of reducing fuel consumption and exhaust gas during stopping at the bus stop is increased by increasing the effectiveness of the idling stop. In addition, the possibility of traffic jams due to stops at intersections is reduced, and scheduled bus operations become easier.

However, in order to put this system into practical use, it is necessary to allow a margin for passing through intersection B when setting the departure permission time range ta3 'to ta4' at bus stop A in consideration of variations in the normal travel speed of the route bus. .
Also, the bus stop is preferably a retractable bus stop so that the route bus does not interfere with the passing of the general vehicle while it is stopped there.

  As described above, the present invention optimizes the passage bus at the bus stop, the departure timing after stopping for passengers, and the idling stop, thereby optimizing the fuel consumption and exhaust gas of the route bus. It is very effective for volume reduction and on-time operation.

  Furthermore, in the case of a general vehicle that has been stopped without overtaking a route bus that has stopped at a bus stop by the bus operation management method according to the present invention, the disadvantage of passing through an intersection due to this overtaking is in principle Does not occur. Because the signal when reaching the intersection is usually a red signal and must be stopped even if it is overtaken in the above state, it is necessary to wait until the departure of the route bus and follow the route bus to the intersection. This is because it is possible to pass through the intersection with green light non-stop as well as the route bus.

It is desirable that the route bus be capable of idling stop, and that the bus stop is in the form of being retracted from the road as shown in FIG.
In the above, whether to pass to the route bus at the bus stop, the departure permission time range after stopping, or the possibility of idling stop if necessary is indicated by road-to-vehicle communication or route bus operation within a certain area This is done by communication using a mobile phone or the like from the operation management center.

  FIG. 3 shows an arrangement example of the roadside device of the route bus operation management system according to the present invention, and FIG. 4 shows a configuration example of the roadside device and the vehicle side device.

3 and 4,
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 signal form information of the traffic light at the intersection B from the signal form detection device 111, and the information on the distance L between the bus stop A and the intersection B inputted in advance, and the normal traveling speed of the route bus between the bus stop A and the intersection B. A roadside arithmetic unit that calculates the pass / departure availability signal of the bus stop A and the departure permission time range from the Vb information according to equations (5) and (6),

  113, a communication area is formed in the bus stop A, which is a distance L before the intersection B, and a pass / departure permission signal and a departure permission time range of the bus stop A, which is an output of the roadside arithmetic unit 112, are described below. 121 is a road-to-vehicle communication roadside device that transmits data to 121.

  Here, the route bus passage / departure availability signal means that the route bus is about to pass or stops at bus stop A, and the current time t is between time ta3 'to ta4' shown in FIG. When it is between ta5 'and ta6', it is a signal that permits the bus stop A to pass or depart from the bus stop, and prohibits at other times.

  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.
In the communication area, a part of the road-to-vehicle communication roadside device 113 is provided so that normal road-to-vehicle communication can be performed between the bus stopped at the bus stop A and the bus that is about to pass in the direction of the intersection B. The antenna (not shown) constituting the antenna is formed on the road toward the intersection B by optimally setting the directivity, the mounting position, and the like.

  121 is a road-to-vehicle communication vehicle-side device that receives a route bus passage / departure availability signal and a departure-permitted time range at the current time t transmitted from the road-to-vehicle communication roadside device 113,

122 is a display / sound output device for displaying or outputting a route bus passing / departure availability signal and departure permission time range, which are outputs from the inter-vehicle communication vehicle side device 122, to inform the route bus driver,
It is.

  The route bus driver determines whether or not to perform idling stop from the current time (stop time) and the departure permission time range. It is also possible to calculate this determination from the current time and the departure permitted time range in the roadside arithmetic device 112 and output it to the display / voice output device 122 via the road-to-vehicle communication roadside device 113 and the road-to-vehicle communication vehicle-side device 121. .

  The road-to-vehicle communication vehicle-side device 121 and the display / audio output device 122 constitute the vehicle-side device 120.

    As described above, when the route bus is determined to be passed / departed by the bus stop / departure availability signal according to the route bus operation management method of the present invention, the remaining time from the stop time at the bus stop to the departure permitted time range Determines whether or not to stop idling to increase the effectiveness of the idling stop, and the bus stop / departure enable / disable signal is enabled, and after passing / departure, drive between the bus stop and the intersection at a normal driving speed, and the intersection is a non-stop green signal You will be able to pass by.

  In the first embodiment, the passage / departure availability signal and the departure permitted time range at the bus stop A of the route bus are presented by road-to-vehicle communication. However, instead of road-to-vehicle communication, a mobile phone from the operation management center, etc. It is also possible to present by.

  In this case, the operation management center calculates for all route buses traveling in the jurisdiction to present a pass / departure permission signal and a departure permission time range for each route bus that passes or stops at each bus stop. It is necessary to concentrate necessary information such as traffic signal status information at each intersection in the management area, which is the information source, bus stop-intersection distance, and normal traveling speed.

  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 reduces the number of stops by limiting the opportunity for a local bus to stop from two places of a bus stop and an intersection to one place of a bus stop. In addition to reducing consumption and exhaust gas volume, it also effectively stops idling while the vehicle is stopped. By passing through the intersection nonstop, it is possible to stably drive around the intersection of not only local buses but also surrounding vehicles. It can also lead to facilitating regular bus service.

Explanatory drawing of the basic concept of the “intersection non-stop travel control system” that is the basis of the present invention Explanatory drawing of this invention which applied the way of thinking of "intersection nonstop travel control system" to a route bus. Roadside device arrangement example of route bus operation management system according to the present invention 2 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

1 and 2,
L: Distance between bus stop A and intersection B Vmax: Maximum allowable traveling speed between bus stop A and intersection B Vb: Normal traveling speed of bus between bus stop A and intersection B Tp: Traffic signal cycle at intersection B traffic Tg: Traffic at intersection B Traffic light 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)
ta: Time when the vehicle passes through point A
tb: Intersection B arrival time when the vehicle that passed through point A at time ta headed for intersection B at speed vopt
ta2 ', ta3', ta4 ', ta5' ...: Buses that traveled at bus speed A toward intersection B at speed Vb at intersection B at times tb2, tb3, tb4, tb5, ... Bus stop A transit time to arrive,
t: Time

3 and 4,
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)

  For buses that pass through the bus stop toward the intersection or depart after stopping, pass the bus stop or allow the departure to the departure permission time range, i.e., the bus travels to the intersection at a constant speed and passes through the intersection. A route bus operation management method, characterized in that it is limited to a time range that can be passed without stopping at a green light.   2. The route bus operation management method according to claim 1, wherein when the remaining time until the departure permission time of the route bus stopped at the bus stop is equal to or longer than a certain time, idling is stopped during that time.

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