JP2875519B2 - Traffic flow simulator - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traffic flow simulator, and more particularly to an integrated traffic flow simulator in which a plurality of types of simulation models are linked to operate as one simulation model.

[0002]

2. Description of the Related Art It is possible to quantitatively evaluate the effect of introducing measures when modifying or newly constructing roads and traffic facilities for the purpose of eliminating traffic congestion and smoothing traffic,
There is a need for a traffic simulation system that can support planning. In the planning of facilities for regional development and revitalization, such as parking lots, station square maintenance and redevelopment projects, and distribution centers, and facilities for improving the local environment, such as Incineration plants and waste disposal sites, Evaluation by traffic simulation is becoming indispensable in order to minimize the load on surrounding roads and the environment while guiding traffic smoothly.

A traffic flow simulation system is roughly classified into a micro simulation system and a macro simulation system, but each has conflicting features and problems. In other words, the micro-simulation system has the advantage of modeling that a discrete vehicle follows the running, making it easy to implement route selection and traffic regulation. However, the calculation amount is large, so a large-scale network model is constructed. And it is difficult to adjust the parameters of the behavior of the vehicle to match the link capacity.

[0004] On the other hand, the macro simulation system treats traffic as an approximation of a continuous fluid, and thus can perform a simulation based on link capacity. However, it is generally difficult to select a route of a vehicle or express traffic regulation. There is a problem with the simulation accuracy.

The present applicant has proposed a traffic flow simulator (Japanese Patent Application No. 7-300969) in which a block density method simulation system, which is a typical example of a macro simulation system, is improved. In the block density method, traffic flow is reproduced by calculating the amount of movement between blocks from the set traffic volume-density curve and the possible outflow and inflow of vehicles in each block, and revising the vehicle density in the block. As mentioned above, the above traffic flow simulator
Each block in the link is divided for each lane, and the blocks for each lane are multi-input and multi-output.At the same time, attributes such as traffic regulation information are given to each block, and the number of individual vehicles corresponding to the traffic volume to be moved is determined. The simulation is performed by the hybrid block density method of selectively moving based on the traffic regulation information.

[0006] This makes it possible to express the influence of various traffic regulations such as the regulation of the traveling direction of the lane, the bus lane, and the displacement of the Chuo Line on the overall traffic, and to improve the simulation accuracy and versatility in the street network. Have achieved.

However, in actual roads, there are sections where individual vehicles interact with each other, such as intersections without traffic lights, T-junctions, junctions and junctions, and sections where there is on-street parking. Since the relationship between the preceding vehicle and the following vehicle in the block is not taken into account, the mutual influence of the vehicles in the above section cannot be expressed. In addition, it is often appropriate to express the running state of the vehicle in the parking lot by following running.However, the following running cannot be expressed by the block density method. A micro simulation system that can be described in detail is suitable.

As described above, it is difficult to efficiently execute an integrated traffic flow simulation of a realistic large-scale street network including intersections and parking lots without signals using a single simulation system. There is a problem,
An object of the present invention is to solve a problem included in a conventional simulation system.

[0009]

SUMMARY OF THE INVENTION The present invention proposes to achieve the above object. A unit block that models a road is provided with an attribute that describes a route restriction, a vehicle type restriction, and the like. By connecting the above blocks, it is possible to construct a hybrid road model having an arbitrary number of lanes and a road network shape, and a vehicle model is provided with attributes that individually describe a vehicle type, a traveling direction, a destination, a passenger car conversion coefficient, and the like. The vehicle outflow possible amount and the inflowable amount of each block are obtained in accordance with the vehicle density of each block and the preset traffic volume-density curve at each time interval, and the calculated vehicle outflow possible amount and inflowable amount and the block are calculated. Based on the attributes and the vehicle attributes, the vehicle outflow possible amount and the inflowable amount from one or more blocks on the upstream side adjacent to the own block, and the block attributes and vehicle attributes In a traffic flow simulator based on the hybrid block density method for selectively moving only vehicles satisfying the following formula to express a traffic flow, an interface for incorporating a traffic flow simulation model of another logical configuration into the hybrid block density method road model is provided. The vehicle movement processing in the simulation model is executed according to the logic of the other simulation model incorporated, and the vehicle can flow out and inflow into and out of the interface block connecting the hybrid block density road model and the other simulation model. The vehicle is moved between the plurality of simulation models based on the quantity, and the plurality of simulation models are transferred by an algorithm for passing information such as vehicle attributes and travel time when the vehicle moves through the interface block. There is provided a traffic flow simulator for integrally simulate Nmoderu.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION System Configuration FIG. 1 shows a traffic flow simulator, and a computer 1 executes a simulation process by an expert system 2. The expert system 2 is composed of an interface 3, a knowledge database 4, an inference mechanism 5, and a working memory 6, and is described in a hybrid traffic density simulator (hereinafter referred to as HBDM) described in a traffic flow simulator (Japanese Patent Application No. 7-300969). ) As the basic logic, and has a configuration in which a simulation model created by a logic other than HBDM can be incorporated via the interface 3.

[0011] All components of the traffic network are modeled and stored as objects. The objects are all displayed as icons on the screen of the CRT 9 by operating the keyboard 7 and the pointing device 8, and by inputting road network data, signal control parameters, OD (departure / destination) traffic, etc. according to a menu. As shown in FIG. 2, a road network model in which desired objects are developed on a screen can be constructed.

The simulation results can also be displayed on the screen as a graph, as well as travel time, traffic congestion length,
External storage device 1 stores data such as passing traffic volume at regular intervals.
Write to file 0.

FIG. 3 shows a basic class structure of an object. A link 11 corresponds to a road portion, and is a directed branch connecting the nodes 12. Geometric attributes such as length and lane configuration, capacity attributes such as traffic capacity and saturation density, and direction display attributes for storing information for route selection are defined.
4

The node 12 corresponds to an intersection or an end point of the network when the road network is represented by a graph, and is connected to the link 11 to form a road network. The subclasses of the nodes 12 include an OD node (departure point / destination node) 15 which is an end point of a network where traffic flows occur and concentrate, and a signal intersection node 16 controlled by a signal.

The block 13 corresponds to one section when the road is divided into sections. The block 13 has a relationship with blocks adjacent upstream and downstream of the block 13 itself, and has a relationship with vehicles existing in the block 13. The block density is calculated by using these relationships, and the vehicle is moved.

The block 13 is a lane module having a unit length, has an attribute for describing a route restriction, a vehicle type restriction, and the like, and can constitute a multi-input multi-output hybrid block in which a plurality of lanes are arranged in parallel. it can. Block 1
3 defines a prototype of a routine for selectively moving the vehicle from the upstream block, and the behavior of changing lanes from the upstream block to the downstream block can be incorporated into the model.

The subclass of the block 13 includes a control block 17 corresponding to a section where the traffic flow is controlled by the display of the traffic light, and a section where the traffic flow is restricted according to the traffic rules such as the regulation of the traveling direction set for the lane. There is a block 18 with lane regulation corresponding to.

The lane 14 has attributes of various traffic regulations such as a traveling direction regulation and a bus exclusive regulation, and has a relationship with a lane regulation block 18 to be regulated. The traffic controller 19
Stop or start traffic depending on your condition,
Control block 1 that has the function of deceleration and is the control target
Has a relationship with 7. In the sub-class of the traffic controller 19, there is a signal light device 20, which displays the signal status of blue, yellow, and red.

The signal controller 21 controls the display of the signal lamp 20 in each direction according to the set cycle, split, offset time, and the present state, and controls the signal intersection node 16 to be controlled and the signal lamp 20 in each direction. Having.

The vehicle 22 moves on the block 13 to calculate speed and acceleration, select a route, change a traveling direction, and the like. Attributes such as a vehicle type, a passenger vehicle conversion coefficient, and the presence or absence of an in-vehicle information terminal are defined. The subclass includes various vehicles having different behaviors such as a passenger vehicle 23, a truck 24, and a bus 25.

Since the basic class for modeling is defined as an object, it is possible to add various traffic control methods and traffic control functions by adding or changing the minimum functions. it can. For example, when incorporating a bus-only lane, block 1 with lane regulation
As a subclass of 8, a class of a block that moves only a bus from an upstream block may be additionally defined.

2. Hybrid block density method (HBD
M) The operation of the traffic flow simulator using HBDM will be described with reference to the flowchart of FIG. First, the following attributes are given to the block i (i = 0, 1,... From the downstream to the upstream). Kc _i: block critical density Kj _i: Block Jam upper density limit

In the block i, the following variables are set for each time t. K _i (t): Block vehicle density A ⁱⁿ _i (t): Traffic that can enter the block A ^out _i (t): Traffic that can exit the block

Each time t between adjacent blocks i and i + 1
Set the following variables for Q _{i, i + 1} (t): Maximum flow rate between i and i + 1 M _{i, i + 1} (t): Number of moving vehicles between _{i and i + 1} E _{i, i + 1} (t): Between i and i + 1 Unhandled traffic volume (underflow)

Then, simulated data is calculated by the following model description formula. A ^out _i (t) = min (K c _i , K _i (t)) dL / dt (Equation 1) A ⁱⁿ _i (t) = (K _{j i −} K _i (t)) d L / dt ... (K _i ( _{t) ≦ Kc i) or =} (Kc i (Kj i -K i (t)) / (Kj i -Kc i)) dL / dt ... (Kc i <K i (t) ≦ Kj i) ( equation 2 ) Q _{i, i + 1} (t) = min (A ⁱⁿ _i (t), A ^out _{i + 1} (t)) (Equation 3) _Ki (t + 1) dL = K _i (t) dL−Q _{i-1, i} (t) dt + Qi _{, i + 1} (t) dt (Equation 4) where dL is the block unit length and dt is the unit time

For traffic movement, the calculation routine of steps 103 to 105 is executed at each time step t.

Step 103: Block initialization The following calculation is performed for all blocks i. i) Calculate A ^out _i (t) using equation 1. ii) Calculate A ⁱⁿ _i (t) using Equation 1. iii) Calculate Q _{i, i + 1} (t) using Equation 3 for all blocks i and all upstream blocks i + 1 adjacent to i.

Step 104: Underflow Processing The following calculation is performed for all blocks i and all upstream blocks i + 1 adjacent to i from the downstream side of the link. i) When E _{i, i + 1} (t) is greater than 0, ie, i, i
If an underflow remains between +1, Q _{i, i + 1} (t)
Move it by the following procedure within the range not exceeding. ii) Add the moved amount to _Ki (t). Also, the moved amount is subtracted from Ki _{+ 1} (t). iii) Subtract the moved amount from Q _{i, i + 1} (t). Also, the moved amount is subtracted from E _{i + 1} (t).

Step 105: Movement of discrete vehicle The following calculation is performed for all blocks i and all upstream blocks i + 1 adjacent to i from the downstream side of the link. i) When Q _{i, i + 1} (t) is greater than 0, ie, i, i
If there is still room for movement during +1, Q _{i, i + 1} (t)
Move it by the following procedure within the range not exceeding. ii) Q _{i, i + 1} (t) is rounded up to an integer M _{i, i + 1} (t). iii) M _{i, i + 1} (t) vehicles are fetched from the vehicle list of block i + 1 on the upstream side and added to the vehicle list of block i. iv) Add the moved amount Q _{i, i + 1} (t) to K _i (t). Further, the moved amount Q _{i, i + 1} (t) is subtracted from K _{i + 1} (t). v) M _{i, i + 1} (t) and Q generated by rounding up in ii
The difference between _{i, i + 1} (t) is defined as an underflow and E _{i, i + 1} (t + 1).

After performing the above calculation for all blocks i, the density K _i (t) in each block is defined as the density K _i (t + 1) in the next step.

As described above, by describing the restriction on the traveling direction in the block 13, only vehicles satisfying the restriction of the own block are selected from a plurality of adjacent upstream blocks when the vehicle moves. Be moved.

In the example of FIG. 5, the restriction on the direction of travel imposed on each block is indicated by an arrow, and among the vehicles in block A, those turning left are in block B, and those turning right are in C. Only the vehicle can move, and the straight-ahead vehicle can move to both B and C. In addition, since the right-turning vehicle among the vehicles in D is set so as not to go straight and move to E, the right-turn lane F is always moved at the next scan.

Further, a vehicle to which the block of the lane according to the traveling direction of the downstream intersection is suitable is obtained, and the lane is changed as required. For example, as shown in FIG. 6, when a right-turning vehicle is stagnant in a block B in the straight traveling direction of the block A due to the influence of the signal, if the block A is related to the diagonally forward block C, the block A Can change lanes to block C. On the other hand, the block C is also associated with the block D obliquely forward because the straight traveling direction is blocked, but the left turn vehicle in the block C does not satisfy the restrictions of the block D and does not change lanes.

The most downstream block reaching the signalized intersection is constituted by a control block 17 which is restricted by a signal, and is connected to the most upstream block of the downstream link connected to the intersection. Each control block changes the spillable amount according to the indication of the signal light concerned. In addition, for right-turn traffic, the vehicle is moved in consideration of the clearance and gap at the turn of the present.

The control block 17 refers to the signal lamp 20 corresponding to the own block, and is associated with the most upstream block of the link to the left turn and the most upstream block of the link to the straight ahead. When the signal light turns blue, the block can drain the vehicle.The most upstream block at the left turn selects the left-turning vehicle, and the most upstream block at the straight ahead selects and moves the straight-ahead vehicle. Each vehicle enters the appropriate link. When the current indication is red, the possible outflow amount of the own block is 0, and the vehicle does not move.

The simulation program is configured to execute a route search at an arbitrary time interval set in advance, and changes a destination direction display attribute of each link object. When the vehicle enters the link, the vehicle determines the next link to enter by referring to the destination display attribute of the link. The travel time of the link is expressed as a function of the traffic volume of the link, and the difference between the simulated travel time value and the value of the function is given as a penalty for each of right and left turns and straight traffic. Then, each vehicle is distributed to the shortest route obtained based on this information.

3. Simulation Model Integration Algorithm When a simulation model (for example, a micro simulation model) created by another logic is incorporated into a street network based on HBDM, the above-described HBDM is used.
In addition to the algorithms 3-0) and 3-4), the following sub-algorithms 3-1) to 3-3) are added, and the algorithms 3-0) to 3-4) are repeatedly executed at regular time intervals. I do.

3-0) Calculation of inflowable amount and outflowable amount of all blocks 3-1) Vehicle movement in a section (hereinafter referred to as a microsection) targeted by the microsimulation model 3-2) HBDM from the microsection 3-3) Vehicle movement from HBDM section to micro section 3-4) Vehicle movement in HBDM section

The logic of vehicle movement in 3-1) should be described according to the properties of the target micro section.
It is not within the range specified in this algorithm.

3-2) and 3-3) are parts for transferring vehicles between different simulation models. However, the point to be noted here is that in order to ensure the consistency of traffic flow, both sections are The point is that the situation in which traffic congestion extends and disappears beyond the connecting boundary must be reproduced. Hereinafter, 3-2) and 3-3) will be described.

4. Connection between Micro Section and HBDM Section The micro section and the HBDM section are in contact with each other on the traffic line of the vehicle. A special block that realizes 3-2) is arranged on the road boundary surface that transitions from the micro section to the HBDM section. Here, this block is referred to as an M2H block to be distinguished from a block in a normal HBDM (hereinafter, referred to as an HBDM block). Similarly, an H2M block that realizes 3-3) is arranged on the road boundary surface that transitions from the HBDM section to the micro section. The length of the M2H block and the H2M block is equal to the unit length given by HBDM.

FIG. 7 shows a non-signal merging / shunting section model M1 created by micro-simulation logic.
FIG. 8 shows an example in which the parking lot micro simulation model M2 is connected to the HBDM section.

In the case of the merging / shunting section, for example, a turn T means a traveling direction from a link connected to the node to the link. The vehicle behavior in the micro section can be freely described, and only the behavior in the M2H block and the H2M block at both ends of the micro section is defined.

FIG. 9 shows a display screen of a parking lot micro-simulation model. FIG. 10 shows an example of a display screen in which a parking lot micro-simulation model is incorporated into a street network based on HBDM.

5. Processing in M2H Block In the M2H block, the vehicle is moved from the micro section to the HBDM section by an algorithm corresponding to 3-2).
Similar to the HBDM block, parameters such as critical density, jam density, capacity, and a list of vehicles in the block are defined in the M2H block, and vehicle movement by HBDM is calculated between the M2H block and the downstream HBDM block. You can do it. At this time, the following processing is performed using the positional relationship between the range of the micro section corresponding to this block and the vehicle on the flow line of the micro section flowing into this block.

5-1) If the tip of the vehicle on the traffic line is within the range of the M2H block, the vehicle is included in the list of vehicles in the block. 5-2) At that time, the vehicle density is revised assuming that the amount of the vehicle equivalent of the taken vehicle has flowed into the M2H block.

As shown in FIG. 11A, when the vehicle in the micro section moves and arrives in the M2H block by the logic of the micro simulation model, the vehicle enters the vehicle list in the M2H block, but is still in the list. You are in the micro section ((5-1)).

In the next scan, the vehicle in the M2H block moves out of the micro section and moves to the downstream HBDM block by the block density method, as shown in FIG.
((5-2)). At this time, the vehicles that flowed out of the micro section
The travel time information of the turn T according to the movement is updated.
In addition, between the M2H block and the HBDM block, the density distribution is revised based on the traffic-density curve and the law of conservation of traffic, and the extension / elimination of the congestion beyond this boundary is reproduced according to the traffic flow theory. You.

FIG. 9C shows an example of the state after several scans, in which the downstream of the M2H block is clogged. At this time, the leading vehicle cannot leave the micro section, and the speed of the following vehicle decreases.

6. Processing in H2M Block In the H2M block, the vehicle is moved from the HBDM section to the micro section using an algorithm corresponding to 3-3).
Similar to the HBDM block, parameters such as critical density, jam density, and capacity and a list of vehicles in the block are defined in the H2M block, and vehicle movement by HBDM is calculated between the H2DM block and the upstream HBDM block. Is available. In addition, on the outflow side of the H2M block, the remaining traffic volume can be saved in order to maintain the consistency of the flow rate. At this time, the following processing is performed using the positional relationship between the range of the micro section corresponding to the H2M block and the vehicle on the flow line of the micro section flowing out of this block.

6-1) The rear end of the last vehicle on the flow line of the micro section is H2
It is checked that the outflow is out of the range of the M block and there is no unprocessed outflow from the previous calculation time zone. 6-2) If the condition of 6-1) is satisfied, the vehicle at the head of the vehicle list in the H2M block is moved to the micro section and added to the calculation target vehicle in the micro section. 6-3) If the vehicle flows out in 6-2), the traffic volume corresponding to the capacity of the H2M block has flowed out, and the density will be revised. The difference between the converted amount of the outgoing vehicle and the capacity of the H2M block is carried over to the next calculation time period as the unreachable traffic volume. In this case, the processing after 6-4) is not performed. 6-4) In 6-1), the tail of the last vehicle on the flow line is H2
If the traffic is outside the range of the M block but there is unprocessed traffic, the vehicle is not moved, and only the traffic corresponding to the capacity of the H2M block flows out, and the density is revised. If the remaining traffic is larger than the capacity, the difference is carried over as the remaining traffic in the next time zone, and the processing after 6-5) is not performed. 6-5) In 6-1), the tail of the last vehicle on the flow line is H2
When it is within the range of the M block, it is assumed that neither the movement of the vehicle nor the outflow of traffic volume occurs.

As shown in FIG. 12 (a), if the trailing vehicle at the end of the micro section is not in the H2M block and there is no remaining runoff ((6-1)), the vehicle in the H2M block Into the micro section ((6-2)). The excess of the outflowable amount is left unprocessed and processed after the next scan ((6-3)).

Subsequently, as shown in FIG. 5B, the vehicle that has entered the micro section is caused to follow (by the micro simulation system). Further, the vehicle is moved from the upstream block to the H2M block by HBDM.

FIG. 9C shows an example of the state after several scans, in which the tail of the last vehicle in the micro section is in the H2M block. At this time, vehicles in the H2M block cannot enter the micro section ((6-1)).

The tail of the last vehicle in the micro section is H2.
When exiting from the M block, as shown in FIG.
The following vehicle is moved from the upstream block to the H2M block by DM. Then, the vehicle density in the H2M block increases, and the stop wave propagates to the HBDM block.

As described above, the traffic congestion in the micro section is H
When the vehicle reaches the range of the 2M block, the outflow of the vehicle to the micro section is restricted, and congestion further extends to the upstream side. Since the density distribution is revised between the H2M block and the HBDM block based on the traffic-density curve and the traffic conservation law, the extension / elimination of congestion beyond this boundary is reproduced according to the traffic flow theory. Is done.

[0057]

As described above, the traffic flow simulator of the present invention can incorporate a simulation model created by another logic into the basic simulation system, and uses an algorithm for matching vehicle movement between different types of simulation models. Run a simulation. Therefore, a micro simulation model for a part of the network such as a parking lot or no signal intersection is incorporated into the basic macro simulation system for a large-scale street network, and an integrated simulation is executed as one simulation model. And higher reproducibility and versatility can be obtained.

From the standpoint of developing a micro simulation model to be incorporated in the basic simulation system, if the program is performed according to the prescribed rules,
Various functions of the basic simulation system, such as route selection and signal control, can be used, and detailed verification of a micro simulation model in a road network can be performed.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a traffic flow simulator according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a CRT display screen of a traffic flow simulator.

FIG. 3 is an object class hierarchy diagram of a traffic flow simulator.

FIG. 4 is a flowchart of a simulation by HBDM of a traffic flow simulator.

FIG. 5 is an explanatory diagram of lane change of a traffic flow simulator.

FIG. 6 is an explanatory diagram of a lane change of a traffic flow simulator.

FIG. 7 is an explanatory diagram showing an example in which a micro simulation model of no-signal merging / shunting is arranged in an HBDM section.

FIG. 8 is an explanatory diagram showing an example in which a parking lot micro simulation model is connected to the HBDM section.

FIG. 9: CR of a parking lot micro-simulation model
An explanatory view showing a T display screen.

FIG. 10 is an explanatory diagram showing a CRT display screen in which a parking lot micro-simulation model is incorporated into an HBDM model.

FIGS. 11A, 11B, and 11C are explanatory diagrams of a vehicle moving process from a micro simulation model to an HBDM model.

FIGS. 12 (a), (b), (c), and (d) each show HB
It is an explanatory view of a vehicle movement process from a DM model to a micro simulation model.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Computer 2 Expert system 3 Interface 4 Knowledge database 5 Inference mechanism 6 Working memory 7 Keyboard 8 Pointing device 9 CRT 10 External storage device

──────────────────────────────────────────────────続 き Continued on the front page (73) Patent holder 000001317 Kumagaya Gumi Co., Ltd. 2-6-1-8 Chuo, Fukui City, Fukui Prefecture (72) Inventor Masahiko Katakura 2-9-2 Tomigaya, Shibuya-ku, Tokyo (72) Invention Person Masao Kuwahara 2-1-1 4-306 Mizuho, Hanamigawa-ku, Chiba-shi, Chiba (72) Inventor Hirokazu Akabane 703-7-4 Murooka, Corp. 7-4-7, Higashikasai, Edogawa-ku, Tokyo (72) Inventor Haruo Ozaki, Tokyo 3-72-6-302, Akatsuka Shinmachi, Itabashi-ku (72) Inventor Kunihiko Oshima 2-1 Tsukudocho, Shinjuku-ku, Tokyo Tokyo Main Office (72) Inventor Ryota Horiguchi 2 Tsukudocho, Shinjuku-ku, Tokyo No. 1 Kumagaya Gumi Tokyo Head Office (72) Inventor Kotaro Kumagai 2-1 Tsukudo-cho, Shinjuku-ku, Tokyo, Japan Kumagaya Gumi Tokyo Head Office (56) References JP-A-5-28394 (JP) JP-A-6-259407 (JP, A) JP-A-5-250594 (JP, A) JP-A-6-4510 (JP, A) JP-A-9-147285 (JP, A) Ryota Horiguchi, "Development of AVENUE, a Traffic Simulator for Urban Street Networks," Proceedings of the Conference on Traffic Engineering Research, Japan Society for Traffic Engineering, November 1993, Vol. 13, p. 33-36 (58) Field surveyed (Int. Cl. ⁶ , DB name) G08G 1/00 G06F 17/00 JICST file (JOIS)

Claims (1)

(57) [Claims] 1. A unit block that models a road is provided with an attribute that describes a route restriction, a vehicle type restriction, and the like, and a plurality of the blocks are connected to form a hybrid road model having an arbitrary number of lanes and a road network shape. It can be constructed, and the vehicle model is provided with attributes that individually describe a vehicle type, a traveling direction, a destination, a passenger car conversion coefficient, and the like, and each vehicle density of each block and a preset traffic volume-density curve at predetermined time intervals. The vehicle outflow possible amount and the inflowable amount of each block are obtained in accordance with, and based on the calculated vehicle outflow possible amount and inflowable amount, the block attribute and the vehicle attribute, one or more of the upstream side adjacent to the own block is determined. A hybrid block that expresses a traffic flow by selectively moving only the vehicle that satisfies the block outflow amount and the vehicle inflow amount from the block and the block attribute and the vehicle attribute. In the traffic flow simulator based on the block density method, there is provided an interface for incorporating a traffic flow simulation model of another logical configuration into the hybrid block density method road model, and vehicle movement in the simulation model is performed according to the logic of the incorporated simulation model. Executing a process, and performing vehicle movement between the plurality of simulation models based on a vehicle outflow possible amount and an inflowable amount of an interface block connecting the hybrid block density method road model and the another simulation model; A traffic flow simulator for integrally simulating the plurality of simulation models by an algorithm for passing information such as a vehicle attribute and a travel time when the vehicle moves through an interface block.