JP5256923B2 - Signal queue information generation apparatus, computer program, and signal queue information generation method - Google Patents

Description

  The present invention relates to a signal queue information generation device capable of predicting the end of a signal queue of a vehicle waiting for a signal at an intersection, a computer program for realizing the signal queue information generation device, and signal queue information generation. Regarding the method.

In order to realize safe driving support such as smooth traffic control or environmental support in consideration of the environment, a technique for predicting the end of a signal queue in a traffic jam has been developed. For example, using the traffic volume measured on the ground system, probe information collected by the probe vehicle, signal switching timing of traffic signal, etc., only a few until the vehicle traveling on the target road reaches the intersection A system for predicting vehicle behavior at intersections that can predict traffic flow during traffic jams from 10 seconds to several minutes ahead and be useful for signal control systems, safe driving support for vehicles, environmental support, automation systems, etc. is disclosed. (See Patent Document 1).
JP 2007-257196 A

  However, in the system of Patent Document 1, the lane of the target road is not considered. When there are a plurality of lanes on the target road, the behavior of the vehicle traveling on the road is considered to be different for each lane. And when there is a high possibility that the vehicle will be caught in a traffic jam in a lane such as waiting for a right turn, for the driver, information on the signal queue in the lane waiting for a right turn is required. The information of the signal queue for each lane could not be accurately predicted.

  The present invention has been made in view of such circumstances, and a signal queue information generating device capable of accurately predicting information related to a signal queue such as a traffic jam in correspondence with a lane, and the signal queue information It is an object to provide a computer program and a signal queue information generation method for realizing a generation apparatus.

  A signal queue information generating device according to a first aspect of the present invention is a signal queue information generating device for generating information relating to a signal queue of a vehicle waiting for a signal at an intersection, and traffic of the vehicle passing through a predetermined point toward the intersection. Traffic volume acquisition means for acquiring a volume, lane traffic volume calculation means for calculating arrival traffic volume per lane using the traffic volume acquired by the traffic volume acquisition means, and position information of the probe vehicle at different points in time Probe information acquisition means for acquiring probe information, first calculation means for calculating a first time point when the probe vehicle has passed the point, based on the probe information acquired by the probe information acquisition means, and the probe information acquisition Based on the probe information acquired by the means, the probe vehicle end time and the probe vehicle position at which the probe vehicle is the end of the signal queue are specified. Lane between the first time point calculated by the lane traffic amount calculating means and the first time point calculated by the lane traffic amount calculating means, the probe vehicle tail time point and the probe vehicle position specified by the probe vehicle information specifying means Matrix tail information generation means for generating matrix tail information including at least one of a tail time point and a tail position at which the vehicle that has passed the point at the second time point becomes the tail of the signal queue, using the hit traffic volume It is characterized by providing.

  The signal queue information generation device according to a second aspect of the present invention comprises, in the first aspect, a third time point at which the signal queue of the lane is the longest and a longest tail calculation means for calculating a tail position at the third time point. It is characterized by.

The signal queue information generating device according to a third aspect of the present invention is the signal queue information generating apparatus according to the second aspect of the present invention, wherein a starting wave propagation speed that is a propagation speed of a position of a starting vehicle where a plurality of stopped vehicles in the signal queue start from the head side with a green signal is obtained The longest tail calculating means calculates the time point at which the position of the starting vehicle starting at the starting wave propagation speed arrives at the end of the signal waiting queue as the third time point , The tail position at the third time point is calculated using the third time point, the green signal start time point, and the starting wave propagation velocity .

  The signal queue information generation device according to a fourth aspect of the present invention is the second calculation means for calculating the fourth time point when the vehicle at the end position calculated by the longest end calculation means passes the point in the second or third invention. And the matrix tail information generating means uses the tail position calculated by the longest tail calculating means, the third time point, and the arrival traffic volume per lane between the fourth time point and an arbitrary fifth time point. The vehicle having passed the point at the fifth time point is configured to generate matrix tail information including at least one of a tail time point and a tail position at the tail of the signal queue.

  The signal queue information generating device according to a fifth aspect of the present invention is the signal queue information generating apparatus according to the fourth aspect, wherein the queue end information generating means uses the in-queue traveling speed at which the vehicle in the signal queue travels by a green signal at the fifth time point. The vehicle passing through the point is configured to generate matrix tail information including at least one of a tail time point and a tail position that are the tail of the signal queue.

  The signal queue information generation device according to a sixth aspect of the present invention is the signal queue information generation device according to any one of the second to fifth aspects, wherein the queue length of the signal queue of the lane shifts from the movement queue length to the stop queue length. And transition end calculating means for calculating the end position at the sixth time point.

A signal queue information generation device according to a seventh aspect of the present invention is the signal queue information generation device according to the sixth aspect, further comprising an acquisition means for acquiring a stop wave propagation speed that is a propagation speed of a tail position of a plurality of stopped vehicles that stop at a red signal. calculation means, the maximum end calculating unit tail position, and the third time point was calculated by using the matrix in the running speed and the stop wave propagation velocity is a vehicle of the signal queue traveling by green light, the matrix of the signal queue The sixth time point when the length shifts from the moving matrix length to the stop matrix length and the tail position at the sixth time point are calculated.

  According to an eighth aspect of the present invention, there is provided the signal queue information generating apparatus according to the sixth aspect or the seventh aspect, wherein the third calculation means calculates the seventh time point when the vehicle at the tail position calculated by the transition tail calculation means passes the point. The matrix tail information generating means uses the tail position calculated by the transition tail calculating means, the sixth time point, and the arrival traffic volume per lane from the seventh time point to an arbitrary eighth time point. The vehicle having passed the point at the eighth time point is configured to generate matrix tail information including at least one of a tail time point and a tail position at the tail of the signal queue.

  According to a ninth aspect of the present invention, in the signal queue information generating device according to any one of the first to eighth aspects, the lane traffic volume calculating means is configured to provide a predetermined arrival traffic to the traffic volume acquired by the traffic volume acquiring means. A feature is that the arrival traffic volume per lane is calculated by multiplying the volume rate.

  According to a tenth aspect of the present invention, in the signal queue information generating device according to any one of the first to ninth aspects, the lane traffic volume calculating means turns a predetermined right or left turn on the traffic volume acquired by the traffic volume acquiring means. A feature is that the arrival traffic volume per lane is calculated by multiplying the straight travel rate and the lane utilization rate by traveling direction.

  According to an eleventh aspect of the present invention, there is provided the signal queue information generating device according to any one of the first to tenth aspects of the present invention, a time difference calculating means for calculating a time difference between an arbitrary time point and the probe vehicle end time point; End position calculating means for calculating the end position of the signal queue at the arbitrary time point using the traffic volume per lane during the time difference calculated by the time difference calculating means from the time point and the probe vehicle position. Features.

  A computer program according to a twelfth aspect of the invention is a computer program for causing a computer to function as means for generating information on a signal queue of a vehicle waiting for a signal at an intersection. The computer program passes a predetermined point toward the intersection. Based on lane traffic volume calculation means for calculating arrival traffic volume per lane using the traffic volume of the vehicle and the probe information including the position information of the probe vehicle at different time points, the probe vehicle has passed the point A first calculation means for calculating a first time point; a probe vehicle information specifying means for specifying a probe vehicle end time and a probe vehicle position at which the probe vehicle is at the end of a signal queue based on the probe information; and the probe The probe vehicle end time and probe vehicle position specified by the vehicle information specifying means The arrival traffic volume per lane from the first time point to any second time point calculated by the lane traffic amount calculating means is used to determine whether a vehicle that has passed the point at the second time point has a signal queue. It is made to function as a matrix tail information generation means for generating matrix tail information including at least one of a tail time point and a tail position as a tail.

  A signal queue information generating method according to a thirteenth aspect of the present invention is the signal queue information generating method by the signal queue information generating device for generating information relating to the signal queue of a vehicle waiting for a signal at an intersection. The traffic volume of the vehicle passing through is acquired, probe information including position information of the probe vehicle at different time points is acquired, and based on the acquired probe information, a first time point when the probe vehicle passes the point is obtained. Based on the calculated and obtained probe information, the probe vehicle end point and the probe vehicle position at which the probe vehicle becomes the end of the signal queue are specified, and any second from the first time point using the obtained traffic volume. Calculate the arrival traffic per lane up to the time point, hit the specified probe vehicle end time and probe vehicle position, and the calculated lane With the arrival traffic, and generates the matrix end information including at least one of the second vehicle that has passed through the point to point end point and tail position as the end of the signal queue.

  In the first invention, the twelfth invention and the thirteenth invention, the signal queue information generating device acquires the traffic volume Q of the vehicle passing through a predetermined point toward the intersection. The predetermined point is a point where, for example, the number of vehicles passing per unit time (traffic volume) is detected by the vehicle detector. The signal queue information generation device acquires probe information including position information at different times of the probe vehicle. Note that acquiring probe information including position information at different times of the probe vehicle means that the probe vehicle transmits position information at one time point a plurality of times and receives them to acquire position information at a plurality of time points. It may be the case, or the probe vehicle may transmit position information at a plurality of time points and receive the position information to acquire position information at a plurality of time points. The probe vehicle is a vehicle that can provide probe information, and the probe information is generated by, for example, an in-vehicle device such as a navigation system or a mobile terminal such as a mobile phone possessed by a passenger including a driver. Can be done with the device. Thereby, the signal queue information generation apparatus can collect information such as the position, speed, and time of the probe vehicle as the probe information. The signal queue information generation device calculates a first time point (t0) when the probe vehicle passes the point based on the acquired probe information, and the probe vehicle end time point (t1) at which the probe vehicle becomes the end of the signal queue. ) And the probe vehicle position (for example, L (t1) as the length L (t) of the signal queue at time t). Note that whether or not the probe vehicle is at the end of the signal queue can be determined by, for example, the speed of the probe vehicle being smaller than a predetermined threshold before the intersection.

  The signal queue information generation device calculates the arrival traffic volume per lane from the first time point (t0) to an arbitrary second time point (t) using the acquired traffic volume Q. The arrival traffic volume per lane is the arrival traffic volume arriving at a predetermined lane (the lane in the case of 1 lane, or any lane in the case of multiple lanes) before the intersection. It can be obtained by multiplying each coefficient (ratio). The signal queue information generation device passes the point at the second time point (t) using the probe vehicle end time (t1), the probe vehicle position (L (t1)), and the calculated arrival traffic per lane. Matrix tail information including at least one of a tail time point (T) and a tail position (L (T)) at which the finished vehicle becomes the tail of the signal queue is generated. As a result, it is possible to accurately predict information relating to a signal queue such as when there is a traffic jam in association with a lane.

  In the second invention, the signal queue information generating device calculates the third time point (Tm) at which the signal queue of the predetermined lane is the longest and the end position (L (Tm)) at that time point. When there is traffic entering from the upstream side of the intersection, the number of stopped vehicles that stop waiting for traffic lights increases after the start of the red light, and the end of the stopped vehicle extends upstream as time passes. For this reason, the tail position of the stop vehicle moves at the propagation speed (stop wave propagation speed Vs). As a result, the tail position of the signal queue extends to the upstream side of the intersection (the signal queue length becomes longer). After that, since the vehicle starts from the head side of the stopped vehicle in the signal queue at the start of the green signal, the position of the starting vehicle extends upstream as time passes. For this reason, the position of the starting vehicle moves at the propagation speed (starting wave propagation speed Vw). When the position of the starting vehicle coincides with the position of the stopped vehicle (the longest end position L (Tm) is reached) (the third time Tm is reached), there is no stopped vehicle in the signal queue and the signal waits All vehicles in the queue move and the length of the signal queue is gradually shortened. Thereby, the end of the signal queue can be obtained as the end of the queue of the stopped vehicle until the signal queue becomes the longest.

In the third aspect of the invention, the third time point (Tm) at which the signal queue becomes the longest when the position of the starting vehicle that starts at the starting wave propagation velocity Vw arrives at the end of the signal waiting queue from the start of the green signal. And the end position (L (Tm)) at the third time point is calculated using the third time point, the green signal start time point, and the starting wave propagation velocity . Thereby, the end of the signal queue can be obtained as the end of the queue of the stopped vehicle until the signal queue becomes the longest.

  In the fourth invention, the signal queue information generating device calculates a fourth time point (tm) when the vehicle at the longest end position passes the point. The signal queuing information generation device has the longest end position (L (Tm)), the third time point (Tm), and the arrival traffic per lane from the fourth time point (tm) to the arbitrary fifth time point (t). The end of the matrix using at least one of the end time (T) and the end position (L (T)) at which the vehicle that passed the point at any fifth time (t) becomes the end of the signal queue, using any quantity Generate information. As a result, even if the vehicles in the signal queue repeatedly move or stop moving and the signal queue length is decreasing, information related to the signal queue, such as when there is a traffic jam, is accurately predicted by corresponding to the lane can do.

  In the fifth invention, the signal queue information generation device passes the point at an arbitrary fifth time point (t) by using the in-queue traveling speed Vq at which the vehicle in the signal queue travels by the green light. Matrix tail information including at least one of a tail time (T) and a tail position (L (T)) at which the vehicle becomes the tail of the signal queue is generated. As a result, even if the vehicles in the signal queue repeatedly move or stop moving and the signal queue length is decreasing, information related to the signal queue, such as when there is a traffic jam, is accurately predicted by corresponding to the lane can do.

  In the sixth invention, the signal queue information generating device provides a sixth time point (Tn) when the queue length of the signal queue of a predetermined lane shifts from the moving queue length to the stop queue length, and the end position at that time. (L (Tn)) is calculated. If the vehicle in the signal queue repeatedly moves or stops moving with a green light and the signal queue length gradually decreases, that is, if the signal queue is in the movement queue length area (the queue length of the signal queue is the movement queue) When the red signal starts, the vehicle that was moving in the signal queue stops and the signal queue moves to the stop queue length area. In the stop queue length area (when the queue length of the signal queue is the stop queue length), the number of stopped vehicles that stop by waiting for a signal increases after the start of the red signal, and the end of the stopped vehicle extends upstream as time passes. . For this reason, the tail position of the stop vehicle moves at the propagation speed (stop wave propagation speed Vs). When the position at the end of the signal queue matches the position of the stopped vehicle (the sixth time point Tn), there is no moving vehicle in the signal queue, all the vehicles in the signal queue are stopped, The length of the signal queue is gradually increased. In this way, until the queue length of the signal queue reaches the stop queue length (when the signal queue is in the stop queue length area), the end of the signal queue is obtained as the end of the queue of vehicles that repeatedly move or stop moving. Can do.

  In the seventh aspect of the invention, the signal queue information generating device includes the longest end position (L (Tm)) and the third time point (Tm), the in-queue travel speed Vq at which the vehicle in the signal queue travels by the blue signal, and A sixth time point (Tn) at which the queue length of the signal queue shifts from the moving queue length to the stop queue length using the stop wave propagation velocity Vs at the stop position where the vehicle that has moved by the blue signal stops at the red signal, and at that time The end position (L (Tn)) is calculated. Thereby, until the queue length of the signal queue becomes the stop queue length, the end of the signal queue can be obtained as the end of the queue of the vehicle that repeatedly moves or stops moving.

  In the eighth invention, the signal queue information generation device calculates a seventh time point (tn) when the vehicle at the end position (L (Tn)) passes the point. The signal queue information generating apparatus includes a sixth time point (Tn) when the queue length of the signal queue shifts from the moving queue length to the stop queue length, the last position (L (Tn)), and the seventh time point (tn). To the end of the signal queue when the vehicle that has passed the point at any eighth time (t) is the end of the signal queue, using the arrival traffic per lane from the first to the eighth time (t) Matrix tail information including at least one of the positions is generated. As a result, even if the signal waiting time is not solved by the green light and there is a remaining profit and the signal queue length is increasing, the information about the signal queue such as at the time of traffic congestion is predicted accurately by corresponding to the lane can do.

  In the ninth invention, the signal queue information generating device calculates the arrival traffic volume per lane by multiplying the acquired traffic volume by a predetermined arrival traffic rate. The arrival traffic rate R can be a value obtained by dividing the arrival traffic arriving at the intersection by the traffic volume of the vehicle passing through a predetermined point upstream of the intersection, and is determined in advance according to the situation of the target road. I can leave. Thereby, even when there is a vehicle that flows out or flows in between the intersection upstream and the intersection, the arrival traffic amount that arrives at the intersection can be corrected.

  In the tenth invention, the signal queue information generation device calculates the arrival traffic volume per lane by multiplying the acquired traffic volume by a predetermined straight turn rate and a lane usage rate by direction of travel. The right / left turn straight traveling rate P indicates in which direction (left turn, straight travel, or right turn) a vehicle traveling from the upstream of the intersection flows out, and is determined in advance according to the condition of the target road. be able to. Further, the lane usage rate U for each traveling direction indicates which lane is used when there are a plurality of lanes corresponding to the traveling direction (for example, straight traveling) (for example, straight turn left and straight traveling only). Can be determined in advance according to the road conditions. Thereby, when there are a plurality of lanes, the arrival traffic volume for each lane can be obtained with high accuracy.

  In the eleventh invention, the signal queue information generating device calculates a time difference Δt (for example, Δt = t−t1) between an arbitrary time point (t) and the probe vehicle end time point (t1), and the first time point The end position (L (t)) of the signal queue at an arbitrary time point (t) is calculated using the arrival traffic volume per lane between the time difference (t0) and the time difference Δt and the probe vehicle position L (t1). Thereby, if it is after acquiring probe information, the end position of the signal queue at an arbitrary time can be sequentially obtained for each lane.

  According to the present invention, it is possible to accurately predict information related to a signal queue such as when there is a traffic jam in association with a lane.

  Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is a schematic diagram illustrating an installation example of a signal queue information generation system including a signal queue information generation apparatus 100 according to the present invention, and FIG. 2 includes a signal queue information generation apparatus 100 according to the present invention. It is explanatory drawing which shows an example of a structure of a signal queue information generation system. As shown in FIG. 1, a signal lamp 4 is installed at a predetermined position of an intersection constituted by four inflow paths, and each signal lamp 4 is controlled by a signal control device 3. An image sensor 5 that can capture a road in a predetermined direction and the vicinity of the intersection is installed at a predetermined position of the intersection. The image sensor 5 can capture the traffic volume of an oncoming vehicle, a pedestrian on a pedestrian crossing, the running behavior of a vehicle in and near an intersection.

  A vehicle detector 1 is installed at a predetermined point upstream of the intersection (for example, a point about 500 m to 1000 m from the stop line), and a vehicle passing through the sensing area of the vehicle detector 1 is detected. The vehicle sensor 1 is, for example, an optical beacon, an ultrasonic sensor, a loop sensor, an image sensor, a far infrared sensor, an infrared sensor, or the like, and can measure traffic. The traffic volume is the number of vehicles passing per unit time, but includes the occupation time per unit time. The occupation time is the sum total of the time that the vehicle body passes through the sensing area of the vehicle detector 1 per unit time.

  In addition, a communication device 2 such as an optical beacon is installed at a predetermined position in the vicinity of the intersection, and when the probe vehicle traveling on the inflow path from the upstream of the intersection toward the intersection flows out of the intersection, Probe information collected by the probe vehicle can be acquired. Note that the probe information can also be transmitted directly from the probe vehicle to the signal queue information generation device 100 by wide area radio without going through the communication device 2.

  Further, a communication device 6 is installed at a predetermined position of the inflow path, and the communication apparatus 6 is for a general vehicle (which may include a probe vehicle) traveling on the inflow path from the upstream of the intersection toward the intersection. Send information about signal queues.

  The signal queue information generating device 100 may be installed as a roadside device near an intersection, or may be installed as a center device in a traffic control center. The signal queue information generation device 100 is configured to be able to communicate with the vehicle sensor 1, the communication device 2, the signal control device 3, the image sensor 5, and the communication device 6 by, for example, a wireless LAN. Note that the present invention is not limited to the wireless LAN, and narrow area communication, medium area communication, wide area communication, and the like can also be used.

  As shown in FIG. 2, the probe vehicle transmits probe information (position, speed, time) collected via the communication device 2 to the signal queue information generation device 100. The probe information is not limited to the configuration acquired by road-to-vehicle communication, and may be a configuration in which the communication device 2 intercepts the probe information communicated between the vehicles by vehicle-to-vehicle communication.

  The vehicle detector 1 transmits the measured traffic volume (number of vehicles passing per unit time, occupation rate, etc.) to the signal queue information generation device 100. In addition, the image sensor 5 generates signal queue information generation apparatus 100 for information on the vicinity of an intersection such as the traffic volume of an oncoming vehicle traveling toward an intersection, the pedestrians of a pedestrian crossing, or the driving behavior of a vehicle in or near the intersection. Send to. In addition, the signal control device 3 transmits signal information including signal switching timings such as a red signal start time and a blue signal start time to the signal queue information generation device 100.

  The signal queue information generation device 100 generates signal queue information for a predetermined lane, and sends the generated signal queue information (for example, prediction information such as the end position of the signal queue) to a general vehicle or the signal control device 3. Send. Thereby, it can be used for signal control and information provision for traffic safety. In the case of one lane, signal queue information for the lane can be generated, and in the case of multiple lanes, signal queue information for any or all lanes can be generated.

  FIG. 3 is a block diagram showing an example of the configuration of the signal queue information generating apparatus 100 according to the present invention. The signal queue information generating apparatus 100 includes a control unit 10 that controls the entire apparatus, a communication unit 11 as a traffic volume acquisition unit, a lane traffic volume calculation unit 12, predetermined information (for example, a program code, a setting value, a processing result, etc. ) Is stored, a probe vehicle information specifying unit 14, a matrix tail information generating unit 15, and the like. The matrix tail information generating unit 15 includes a longest tail calculating unit 151, a transition tail calculating unit 152, a tail position calculating unit 153, and the like.

  The communication unit 11 includes a communication function for performing communication with the vehicle detector 1, the communication device 2, the signal control device 3, the image sensor 5, and the communication device 6. The communication function includes a narrow-area communication function, a mid-range communication function such as a wireless LAN such as a UHF band or a VHF band, or a mobile phone, PHS, multiple FM broadcasting, or Internet communication according to the installation conditions of each device. Any one of the wide-area communication functions or a combination thereof can be used.

  The lane traffic calculation unit 12 calculates the arrival traffic for each lane using the traffic acquired from the vehicle sensor 1 via the communication unit 11. The calculation of arrival traffic for each lane will be described later.

  The probe vehicle information specifying unit 14 uses the probe information (position, speed, and time in the vehicle) acquired from the probe vehicle via the communication unit 11 so that the probe vehicle can detect the detection area (predetermined point) of the vehicle detector 1. The passing time, the time when the probe vehicle reaches the end of the signal queue (probe vehicle end time) and the arrival position (probe vehicle position) are specified. Here, the time when the probe vehicle reaches the end of the signal queue means the time when the probe vehicle itself becomes the end of the signal queue. The arrival position is the position of the probe vehicle itself at the time when the probe vehicle itself is at the end of the signal queue. The arrival position can be specified by the length of the signal queue including the probe vehicle. Note that whether or not the probe vehicle has reached the end of the signal queue can be determined by, for example, the speed of the probe vehicle being smaller than a predetermined threshold before the intersection.

  The queue end information generating unit 15 uses the time when the probe vehicle passes the sensing area of the vehicle detector 1, the time when the probe vehicle reaches the end of the signal queue and the arrival position, and the vehicle detector 1 at an arbitrary time. The time at which the vehicle that has passed the sensing area becomes the end of the signal queue and the position at the end of the signal queue (the length of the signal queue) at the end are calculated.

  The longest tail calculation unit 151 calculates the time when the signal queue becomes the longest, and the length (longest tail position) of the signal queue at that time. Note that the longest signal queue means the longest signal queue in one cycle. In addition, the transition end calculation unit 152 calculates the length of the signal queue (transition end position) at the time when the queue length of the signal queue shifts from the movement queue length to the stop queue length. Here, the signal queue includes a stop queue length region which is a region showing a temporal change of the queue length due to a stopped vehicle that is completely stopped, and a temporal length of a queue length due to a vehicle that repeatedly moves or stops moving. There are two types of regions: a moving matrix length region that is a region showing changes. In the movement queue length region, the queue length of the signal queue is the movement queue length, and in the stop queue length region, the queue length of the signal queue is the stop queue length.

  The tail position calculation unit 153 uses the time when the probe vehicle passes the sensing area of the vehicle detector 1, the time when the probe vehicle reaches the tail of the signal queue, and the arrival position of the signal queue at an arbitrary time. Calculate the end position (the length of the signal queue).

  When calculating information related to the signal queue, if there is only one lane that crosses the intersection, the number of lanes on which the vehicle travels is limited to one. Can be sought. However, there are many cases where there are a plurality of lanes on a normal road, particularly a road with a high traffic volume that causes a traffic safety problem, and the signal queue differs for each lane as the vehicle travels in which lane. For this reason, in order to obtain | require the information regarding a signal queue accurately, it is necessary to consider a lane.

  FIG. 4 is an explanatory view showing an example of a road sign for each route. In the example of FIG. 4, the inflow path to the intersection has three lanes, lane 1 is a left turn / straight lane, lane 2 is a straight lane, and lane 3 is a right turn lane. The lane and the road sign are examples, and are not limited to these. For example, there may be a left turn lane, a right turn / straight lane, and the like.

  FIG. 5 is an explanatory diagram showing an example of traveling of the vehicle on the inflow path having a plurality of lanes. FIG. 5A shows an example in which a vehicle traveling in lane 2 at the time of passing vehicle detector 1 changes lane to lane 1 and enters an intersection. For example, when changing from a straight lane to a left / straight lane in order to make a left turn at an intersection, the straight lane is congested waiting for a traffic light and changing to a left / straight lane to go straight at the intersection.

  FIG. 5B shows an example in which a vehicle that has traveled in lane 1 when passing vehicle detector 1 changes lane to lane 2 and then enters an intersection. For example, when the left turn / straight lane is congested waiting for traffic lights, the left turn / straight lane may be changed to a straight lane, and the vehicle may proceed straight.

  FIG. 5C shows an example in which a vehicle traveling in the lane 2 at the time of passing through the vehicle detector 1 changes the lane to the lane 3 and enters the intersection. For example, when changing from a straight lane to a right turn lane in order to make a right turn at an intersection.

  FIG. 5D shows an example in which a vehicle traveling in the lane 3 at the time of passing the vehicle detector 1 changes the lane to the lane 2 and then enters the intersection. For example, when changing straight from a right turn lane to go straight at an intersection.

  As described with reference to FIG. 5, even if the travel lane of the vehicle can be identified at the time when it passes the vehicle detector 1, the arrival traffic arriving at the intersection depends on which lane the vehicle travels thereafter. Different. For this reason, in order to obtain | require the information regarding a signal queue accurately, it turns out that calculating the arrival traffic amount according to lane is important. Further, when the lane in which the vehicle travels cannot be specified at the time of passing through the vehicle detector 1, it is important to further calculate the arrival traffic volume for each lane.

  Next, traffic flow behavior parameters necessary for obtaining information related to the signal queue in the present embodiment will be described. The traffic flow behavior parameters include, for example, free flow velocity Vf, right / left turn straight ahead rate Pi (i = r, l, s, right turn rate Pr, left turn rate Pl, straight forward rate Ps), arrival traffic rate R, and direction of travel. Lane utilization rate Uij {travel direction i (i = r: turn right, l: left turn, s: go straight), lane j (in case of 3 lanes, j = 1: left, 2: center, 3: right)}, starting wave Propagation speed Vw, stop wave propagation speed Vs, in-matrix travel speed Vq, average vehicle head distance Lh in the stop matrix, and the like. The traffic flow behavior parameters are not limited to those described above.

  The traffic flow behavior parameter is calculated in advance using probe information acquired over a predetermined period, information acquired from the vehicle sensor 1 or the image sensor 5 and the like before obtaining information on the signal queue. Can do. The traffic flow behavior parameters may be calculated directly, or if they cannot be calculated directly, the traffic environment correlated with the traffic flow behavior parameters (for example, traffic volume, pedestrian information, day of the week, It is also possible to obtain traffic flow behavior parameters indirectly from the traffic environment when obtaining information on signal queues by sufficiently collecting data related to time zone, weather, etc.) .

  Hereinafter, calculation examples of individual traffic flow behavior parameters will be described. The free flow velocity Vf can be defined as the speed of traffic flow from the time of detection (measurement time) by the vehicle sensor 1 upstream of the intersection to the end of the signal queue. It is time delay until

  That is, the free flow velocity Vf is an average velocity from a sufficient upstream of the intersection to the end of the matrix, and depends on the road and traffic conditions. When it is quiet, it may be a constant speed (for example, 60 km / h), but as the traffic density of the entire road gradually increases toward traffic congestion, the free flow speed Vf also decreases in proportion to this. Therefore, in such a case, it is necessary to calculate and use the free flow velocity Vf corresponding to the traffic density.

  As a calculation method of the free flow velocity Vf, for example, there are the following methods. (1) The free flow velocity Vf is calculated from the probe information of a predetermined period immediately before (for example, 15 minutes). (2) Free flow velocity Vf acquired from past probe information and the current space density, occupancy rate, traffic volume, or other traffic environment (information acquired by vehicle detector 1, image sensor 5, etc., day of week, time) The free flow velocity Vf is determined from the correlation with the traffic environment at the time of obtaining information on the signal queue.

  For example, the correlation between the free flow velocity Vf and the spatial density or occupancy can be approximated by a linear expression (straight line), and the free flow velocity Vf decreases as the spatial density or occupancy increases.

  Next, the arrival traffic rate R will be described. The traffic measured by the vehicle detector 1 does not always arrive at the intersection upstream of the intersection, and flows out of the road or flows in from the middle of the road. For this reason, it is necessary to correct the traffic volume measured in consideration of the traffic volume flowing out or flowing in the middle of the inflow path of the intersection. The arrival traffic rate R is defined as a value obtained by dividing the arrival traffic arriving at the intersection by the traffic measured by the upstream vehicle detector 1.

  If the number of vehicles at the installation position of the vehicle detector 1 and the number of vehicles near the intersection between two vehicles traveling in a specific lane are known, the ratio of arrival traffic is calculated by statistically processing the ratio. R can be estimated to some extent. However, in general, when the road has a plurality of lanes, depending on the route, the vehicle may be able to use a plurality of lanes. For this reason, in the present embodiment, the following method is used.

  That is, (1) When an image sensor, a GPS receiver, or the like is mounted on a vehicle, there is a high possibility that it can detect which lane the vehicle travels. The lane information can be extracted from the probe information by including the traveling lane information. (2) Use only the traffic volume for a route (for example, a lane with only a left turn, a lane with only a straight line, a lane with only a right turn, etc.) limited to one lane.

  FIG. 6 is an explanatory diagram showing an example of a method for calculating the arrival traffic rate R. Assume that two vehicles C1 and C2 communicate with a communication device such as an optical beacon, and the vehicle traffic is measured by the vehicle detector 1 during this time. Furthermore, it is assumed that the two vehicles C1 and C2 are both connected to the signal queue at the same free flow velocity Vf and flow out of the intersection in the same direction (left turn, straight advance, right turn) with the same green light.

  The cross-sectional traffic volume between the two vehicles C1 and C2 measured by the vehicle detector 1 is Q, and the distance between the heads at the position where the two vehicles C1 and C2 are stopped and stopped is L, Let Lh be the average vehicle head interval in the stop matrix. The arrival traffic rate R can be calculated by R = Q2 / Q1. Here, Q1 = Q / 3 (the cross-sectional traffic volume Q measured because there are three lanes is divided by 3), and Q2 = L / Lh-1.

  The arrival traffic rate R may vary depending on the type of vehicle in the signal queue (for example, small cars, ordinary cars, large cars, etc.). The arrival traffic rate R at the end of the matrix can be obtained. In addition, you may distinguish with traffic environment (a day of the week, a time zone, etc.). Further, when the road from the position of the vehicle detector 1 to the intersection is prohibited from changing lanes or is hardly changed, even if only the traffic of the traveling lane is used instead of the average of the cross-sectional traffic. Good. Thereby, even when there is a vehicle that flows out or flows in between the intersection upstream and the intersection, the arrival traffic amount that arrives at the intersection can be corrected.

  Next, the right / left turn straight traveling rate Pi and the traveling direction lane utilization rate Uij will be described. As described in the example of FIG. 5, it is important to calculate the arrival traffic volume for each lane. For ordinary multi-lane roads, the driving lane is determined by which direction the intersection flows, so at least it is necessary to predict the signal queue length for each lane such as the right turn lane and other lanes. is there. For this purpose, it is necessary to determine at what rate the traffic from the upstream uses each lane. Therefore, as this criterion, the right / left turn straight ahead rate Pi at the intersection is important.

  On a main road, when going straight at an intersection, there may be a plurality of lanes corresponding to the traveling direction. For this purpose, it is necessary to determine which lane the traffic volume from upstream uses for each traveling direction. Therefore, the lane utilization rate Uij for each traveling direction is important as this criterion.

  FIG. 7 is an explanatory view showing the straight turn rate Pi and the lane utilization rate Uij by traveling direction. The straight turn rate Pi (i = r, l, s, Pr: right turn rate, Pl: left turn rate, Ps: straight drive rate) at the intersection varies depending on the time of day, the presence of events, traffic conditions, and the like. Therefore, for example, it can be calculated by the following method.

  That is, (1) The right-left turn straight rate is calculated from the probe information of a predetermined period immediately before (for example, 30 minutes) or the vehicle that flows out of the intersection with the image sensor 5 installed at the intersection, and the obtained information. To do. (2) The straight turn rate obtained from past probe information is calculated based on the correlation with the traffic environment such as day of the week, time of day, weather, presence of events, etc. Based on the traffic environment at the time of obtaining information, the straight turn rate Pi is determined.

  Further, the lane utilization rate Uij for each traveling direction includes the traveling direction i (i = r: turn right, l: turn left, s: go straight), and lane j (in the case of three lanes, j = 1: left, 2: center, 3 : Right) can be determined every time. The lane utilization rate Uij for each traveling direction may be determined by a manual survey or the like, but it is desirable to automatically calculate it by collecting necessary data and statistically analyzing it. In the present embodiment, for example, the following method can be used.

  That is, (1) the image sensor 5 is used. For example, by obtaining the lane used by each vehicle before the intersection and the direction in which the vehicle flows out of the intersection by the image sensor 5 installed at the intersection, the traveling direction i (i = r: right turn) of the intersection exit directly. , L: turn left, s: go straight) Another lane j (in the case of three lanes, j = 1: left, 2: center, 3: right) The usage rate Uij is measured. (2) Use probe information. For example, when the vehicle position detection accuracy becomes high and information on the lane being used can be detected, the lane j utilization rate Uij for each traveling direction i is measured from this information and the traveling direction at the intersection. Can do.

  Using the cross-sectional traffic volume Q, the arrival traffic volume rate R, the right / left turn straight travel rate Pi, and the lane utilization rate Uij for each traveling direction, the arrival traffic volume Qj for each lane can be calculated by the equation (1). Note that Σ represents the sum with respect to the traveling direction i.

  For example, in FIG. 7, the right turn rate Pr is 10%, the left turn rate Pl is 20%, the straight travel rate Ps is 70%, and the straight travel (s) vehicle uses the left lane 1 for the lane utilization rate Us1 for each traveling direction, When the lane utilization rate Us2 by traveling direction in which the straight vehicle (s) uses the central lane 2 is 70%, the arrival traffic Q1, Q2 of each lane j (j = 1: left, 2: center, 3: right) , Q3 is Q1 = Q · R · (0.2 + 0.3 × 0.7) = 0.41Q · R, Q2 = Q · R · (0.7 × 0.7) = 0.49Q · R, Q3 = 0.1Q · R. Thereby, when there are a plurality of lanes, the arrival traffic volume for each lane can be obtained with high accuracy.

  Next, the stop wave propagation velocity Vs and the starting wave propagation velocity Vw will be described. When there is traffic entering from the upstream side of the intersection, the number of stopped vehicles that stop waiting for traffic lights increases after the start of the red light, and the end of the stopped vehicle extends upstream as time passes. For this reason, the trailing position of the stopped vehicle moves upstream at a certain propagation speed. This can be defined as the stop wave propagation velocity Vs. Further, since the vehicle starts from the head of the stopped vehicle in the signal queue at the start of the green signal, the position of the starting vehicle extends upstream as time passes. For this reason, the position of the starting vehicle moves upstream at a certain propagation speed. This can be defined as the starting wave propagation velocity Vw. That is, the starting wave propagation velocity Vw is equal to the number of vehicles that have stopped in front of the vehicle before the vehicle in the queue waiting for the signal with a red signal starts with the green signal (or There is a time delay (start delay related to start wave propagation velocity) that depends on the distance.

  From the probe information and signal switching timing information, the distance L from the stop position when waiting for the queue to the stop position of the intersection, the time from the start of the green light (including the start of the blue arrow in the case of a right turn) until the vehicle starts moving When the delay is T, the starting wave propagation velocity Vw can be calculated by Vw = L / T. The starting wave propagation velocity Vw may fluctuate depending on the type of vehicle in the signal queue (for example, small car, ordinary car, large car, etc.). The starting wave propagation velocity Vw can be obtained. In addition, you may distinguish with traffic environment (a day of the week, a time zone, etc.). Further, since the starting wave propagation velocity Vw may vary depending on the lane, it is desirable to calculate for each lane. Further, since the speed of the vehicle that is about to stop while waiting for a signal and the speed of the vehicle that has started to start with a green light are considered to be approximately the same, it is assumed that the stop wave propagation speed Vs and the start wave propagation speed Vw are equal. be able to.

  Next, the in-matrix travel speed Vq will be described. The in-line running speed Vq is a running speed after the vehicle in the signal queue starts. More specifically, it is the average vehicle traveling speed in the queue until the vehicle flows out of the intersection for each lane or until it stops at a red light. The in-matrix travel speed Vq is determined by the amount of profit traffic in the lane. For example, if there is no clogging due to traffic jams (the traffic that has flowed out of the intersection is congested), in the case of a general signal display, turn right at the green traffic light (the number of oncoming vehicles, crosswalks) And related to the number of pedestrians), and the amount of traffic that can be gained by turning right at Aoya. On the left turn, it is determined by the traffic volume at the time of the green light (related to the number of pedestrians on the pedestrian crossing). Furthermore, for straight ahead, it is determined by the amount of lost traffic (related to saturation traffic flow rate) at the time of green light.

  The in-matrix traveling speed Vq can be calculated for each straight turn or for each lane.

  First, in the case of only going straight, the saturated traffic flow rate (the maximum number of vehicles that can pass the stop line per unit time / lane in a state where there is sufficient traffic demand at the intersection inflow. Is an indicator determined at the intersection unless there is a clogging. Therefore, it is sufficient to calculate from the past straight ahead probe information by statistical processing. However, of course, the in-matrix traveling speed Vq may be calculated from the straight-ahead probe information in the immediately preceding predetermined period (for example, 15 minutes).

  In the case of only a left turn, it depends on whether or not there are people crossing the pedestrian crossing after the left turn. First, when there is a person who crosses a pedestrian crossing after a left turn, (1) the in-matrix traveling speed Vq is calculated from the left turn probe information for a predetermined period (for example, 15 minutes) immediately before. (2) When the situation of the person crossing the pedestrian crossing can be understood by image processing or the like, for example, the correlation between the in-matrix traveling speed Vq acquired from the past left turn probe information and the number of people crossing the pedestrian crossing at that time Statistical analysis is performed, and the in-matrix traveling speed Vq is calculated based on the correlation and the number of people crossing the pedestrian crossing at the time of obtaining information on the signal queue.

  When there is no person crossing the pedestrian crossing after the left turn, the in-matrix traveling speed Vq is an index determined at the intersection unless there is a clogging depending on the road structure and the like. Therefore, it is sufficient to calculate by statistical processing from past left turn probe information. However, of course, the in-matrix traveling speed Vq may be calculated from the left turn probe information of a predetermined period immediately before (for example, 15 minutes).

  In the case of only a right turn, there are two types: a running speed Vq in the matrix at the time of a green light and a running speed Vq in the matrix at the time of a right turn. First, in the case of the in-matrix traveling speed Vq at the time of a green light, it depends on the oncoming traffic volume and the number of people crossing the pedestrian crossing (when there is a pedestrian crossing). The calculation method in this case includes the following methods, for example. That is, (1) the in-matrix traveling speed Vq is calculated from the right turn probe information in a predetermined period (for example, 15 minutes) immediately before. (2) Statistical analysis of the correlation between the in-matrix travel speed Vq obtained from the previous right turn probe information, the opposite straight traffic volume at that time, and the number of people crossing the pedestrian crossing (when there is a pedestrian crossing) The in-matrix travel speed Vq is calculated based on the amount of oncoming straight traffic at the time of obtaining information on the correlation and the signal queue, and the number of people crossing the pedestrian crossing (when there is a pedestrian crossing).

  In the case of the traveling speed Vq in the matrix of the right turn Aoya, the traveling speed Vq in the matrix is an index determined at the intersection unless there is a clogging depending on the road structure and the like. Therefore, it is sufficient to calculate by statistical processing from past right turn probe information. However, of course, the in-matrix traveling speed Vq may be calculated from the right turn probe information in the immediately preceding predetermined period (for example, 15 minutes).

  In the case of a lane that mixes left and straight turns, it depends on whether or not there are people crossing the pedestrian crossing after turning left. When there is a person who crosses the pedestrian crossing after the left turn, the straight traveling vehicle can only follow the left turning vehicle, and therefore, the in-matrix traveling speed Vq is considered to be the same as the case of only the left turn. However, both straight and left turn can be used as data.

  When there is no person crossing the pedestrian crossing after the left turn, the in-matrix traveling speed Vq is an index determined at the intersection unless there is a clogging, almost depending on the road structure. Therefore, it is sufficient to calculate by statistical processing from past straight ahead and left turn probe information. Of course, the in-matrix traveling speed Vq may be calculated from the probe information of the left turn and the straight traveling in the immediately preceding predetermined period (for example, 15 minutes).

  In the case of a lane that mixes right-turn and straight-forward, a straight-ahead vehicle can only follow a right-turn vehicle. However, both straight and right turns can be used as data.

  Next, how the signal queue is generated and how it is resolved is described. FIG. 8 is an explanatory diagram showing the transition of the signal queue. In FIG. 8, the horizontal axis represents time, and the vertical axis represents the queue length of the signal queue. The matrix length depends on the total delay time, and the total delay time is determined by the integration of the difference between the arrival traffic volume that flows from the upstream of the intersection and arrives at the end of the matrix and the traffic volume generated by the green light at the intersection. It is assumed that there is no vehicle waiting for a signal at the first red signal start time tr1. Further, it is assumed that the traffic volume flows from the upstream at the free flow velocity Vf immediately after the red signal starts.

  As shown in FIG. 8, when there is traffic entering from the upstream side of the intersection at the red signal start time tr1, the number of stopped vehicles that stop waiting for the signal increases after the red signal start time tr1, and the end of the stopped vehicle (the matrix length) ) Extends upstream as time passes. For this reason, the end position of the stop vehicle moves at the stop wave propagation velocity Vs. As a result, the last position of the signal queue extends upstream of the intersection (the signal queue length becomes longer).

  After that, since the vehicle starts from the leading vehicle among the stopped vehicles in the signal queue at the green signal start time tg, the position of the starting vehicle extends to the upstream side over time, and the position of the starting vehicle is determined by the starting wave propagation speed. Move with Vw. The queue length is the longest at the time when the position of the starting vehicle coincides with the position of the stopped vehicle (see point M in FIG. 8).

  When the length of the signal queue becomes the longest, there are no stopped vehicles in the signal queue, after which all vehicles in the signal queue repeatedly move or stop moving, and the length of the signal queue The length gets shorter. If all the vehicles in the signal queue are able to flow out of the intersection during the green light, that is, by the next red signal start time tr2, the signal queue is canceled because there is no remaining residue.

  Next, transition of the above-described signal queue will be described for each traveling direction of the vehicle. FIG. 9 is an explanatory diagram showing the transition of the signal queue in the case of a lane with only a straight vehicle. In FIG. 9, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. Most of the vehicles that have passed the vehicle sensor 1 upstream of the intersection travel at a free flow velocity Vf in an area where there is no signal queue, and stop at the end of the queue of the signal queue. Thereafter, the signal is switched to blue, and when the head of the signal queue starts running, the position of the starting vehicle is transmitted upstream at the starting wave propagation velocity Vw. After starting the vehicle, the vehicle travels on average at the in-matrix travel speed Vq. If the signal queue length is less than one signal wait, all the vehicles in the queue can pass through the intersection, but if the signal queue length exceeds this, it will be at the back of the queue. Vehicles that have not been able to pass through the intersection again with a red light will be left behind.

  If there is any remaining profit at the red light start time, the signal queue will include the end of the stopped vehicle that has stopped completely (the end of the stop queue length area) and the vehicle that has repeatedly moved or stopped. There are two types of matrix tails, the tail (end of the moving matrix length region).

  FIG. 10 is an explanatory diagram showing the transition of the signal queue in the case of a lane with only a left turn vehicle. In FIG. 10, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. In this case, the form is the same as in FIG. 9 described above. However, when there is a pedestrian crossing after a left turn and there are many people crossing the pedestrian crossing, the traveling speed Vq in the matrix is greatly increased as shown in FIG. Decreases and starts irregularly. Even when there is no pedestrian crossing, the starting wave propagation velocity Vw and the in-matrix traveling velocity Vq are considered to be different from those in FIG.

  As in the case of FIG. 9, when there is a remaining profit at the red signal start time, the signal queue includes the end of the stopped vehicle that is completely stopped (the end of the stop queue length area), There are two types of matrix tails, the end of the vehicle that repeatedly moves or stops moving (the end of the moving matrix length region). Here, when the in-matrix traveling speed Vq is small and the traffic volume to turn left is large, the end of the vehicle that repeatedly moves or stops moving (the end of the moving matrix length area) extends upstream and the matrix length becomes longer. In some cases.

  FIG. 11 is an explanatory diagram showing the transition of the signal queue in the case of a lane with only a right turn vehicle. In FIG. 11, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. In this case, the in-line running speed Vq is that the signal is blue and there is an opposite straight vehicle, or if a person crosses the pedestrian crossing and turns right and avoids turning right and then turning right There are two types. The latter is greater in the in-matrix running speed Vq.

  As in the case of FIG. 9, when there is a remaining profit at the red signal start time, the signal queue includes the end of the stopped vehicle that is completely stopped (the end of the stop queue length area), There are two types of matrix tails, the end of the vehicle that repeatedly moves or stops moving (the end of the moving matrix length region). Here, when the in-matrix traveling speed Vq is small and the traffic volume to turn right is large, the matrix length may be long even in the movement matrix length region.

  In the case of a lane in which a straight vehicle, a left turn vehicle, a right turn vehicle, etc. are mixed, that is, as shown in FIG. 4, when there are multiple routes in the same lane, the transition of the signal queue of each lane is the start wave The propagation speed Vw, the in-matrix traveling speed Vq, and the like are close to the form of the slower path. For example, when a left turn vehicle and a straight-ahead vehicle are mixed, it is close to the form of a left-turn vehicle only, and when a right-turn vehicle and a straight-ahead vehicle are mixed, it is close to the form of a right turn vehicle only, In the case of a single lane road, it is close to the form of only a left turn vehicle or a right turn vehicle.

  Next, a method for predicting the end of the signal queue for each lane using probe information will be described. In the following, the time when a vehicle that has passed through the sensing area of the vehicle detector 1 at a certain time arrives at the end of the signal queue and the position of the end of the vehicle, and the end of the signal queue at any time A case where the position is predicted will be described. First, a description will be given of a case in which the time when a vehicle that has passed through the sensing area of the vehicle detector 1 at a certain time arrives at the end of the signal queue and the position of the end of the vehicle are predicted. It is assumed that the lane information is included in the probe information, and the lane information includes, for example, information on the position in the lateral direction with respect to the traveling direction such as the lane and the distance from the roadside. As a result, the lane in which the probe vehicle is traveling is known.

  First, a description will be given of a method for identifying the time and position where the probe vehicle reaches the end of the signal queue based on the probe information. If probe information such as the position, speed, and time of the probe vehicle traveling on the inflow path from the upstream of the intersection can be acquired by a communication device etc., whether the probe vehicle has reached the end of the signal queue, for example, It can be determined that the vehicle speed has become smaller than a predetermined threshold value before. Thereby, the time when the probe vehicle reaches the end of the signal queue and the arrival position can be specified.

  In this case, the communication function for transmitting the probe information is affected by the mounting rate on the vehicle. For example, it is assumed that the mounting rate is about 5%. Temporarily, the distance from the stop line to the installation position of the vehicle detector 1 is 1000 m, the signal queue length due to traffic jam is 200 m, the head distance in the signal queue is 10 m, and the vehicle speed in the free running area without signal waiting is 20 m. / Sec., And the vehicle head interval in the free running area is 40 m (vehicle head time is 2 seconds). Further, it is assumed that there are 20 vehicles in a free running area 800 m (1000 m-200 m) per lane and 20 vehicles in a signal queue.

  Under this condition, probe information is obtained for each lane at the rate of one vehicle per 40 seconds, and instantaneously, probe information for one probe vehicle in the free running area and one probe vehicle in the signal queue is obtained. It is only done. Therefore, only the end of the queue at the time when the probe vehicle arrives at the end of the signal queue can only be detected as a result. That is, in the above numerical example, the end of the matrix is obtained every 40 seconds.

  FIG. 12 is an explanatory diagram showing an example of a method for predicting the end of the matrix in the stop matrix length region. Hereinafter, although the case of a straight lane is shown, the same applies to other lanes. The stop queue length region is a queue region composed of stopped vehicles that are completely stopped in the signal queue as described above. By tracking the locus of the position information of the probe vehicle using the acquired probe information, the time t0 (first time point) at which the probe vehicle passes the sensing area of the vehicle detector 1 upstream of the intersection is known. The time t1 (arrival time) and the position (arrival position, point A in FIG. 12) at the end of the matrix of the traveling lane are known.

  Since the cross-sectional traffic volume Q that has passed through the vehicle detector 1 after time t0 can be measured, the vehicle that has passed through the vehicle detector 1 at the arbitrary time t (second time point, t> t0) arrives at the end of the matrix. The time T and the arrival position (point X in FIG. 12) are the above-described traffic flow behavior parameters (free flow velocity Vf, right / left turn straight forward rate Pi, arrival traffic rate R, lane utilization rate Uij by direction of travel, stop matrix If the average vehicle head interval Lh, start wave propagation speed Vw, stop wave propagation speed Vs, in-matrix travel speed Vq, etc.) and signal switching timing (red signal start time tr, green signal start time tg, etc.) are known, It can be predicted for each lane that arrives.

  For example, let Q (t0, t) be the cross-sectional traffic volume measured by the vehicle detector 1 from time t0 to time t. The time T at which the vehicle that has passed the sensing area of the vehicle detector 1 at time t arrives at the end of the matrix of the lane j in the stop matrix length area and the position L (T) at the end of the matrix at that time are expressed by the following equations (2) , Can be obtained by equation (3). However, equation (4) is assumed to hold. If equation (4) holds, there is a vehicle that is completely stopped in the signal queue. Thus, the end of the signal queue can be obtained as the end of the queue of the stopped vehicle up to the longest end position and time.

  FIG. 13 is an explanatory diagram showing an example of a method for predicting the end of the queue when the signal queue is the longest. As shown in FIG. 13, the time when the signal queue becomes the longest is Tm (third time point), and the end position at that time is L (Tm) (point M in FIG. 13). Further, it is assumed that the signal queue becomes the longest when the vehicle that has passed through the sensing area of the vehicle detector 1 reaches the signal queue at time tm (fourth time point). In this case, Tm and L (Tm) can be obtained by equations (5) and (6), respectively. In this case, it is assumed that Expression (7) holds. For a vehicle that has passed the sensing area of the vehicle detector 1 at an arbitrary time t, the time T obtained from the equations (2) and (3) and the L (T) at the end of the matrix at that time are expressed by the equation (5) And when it is substituted for Tm and L (Tm) in Expression (6), it is determined whether or not the equal signs of the Expression (5) and Expression (6) are satisfied. It shows that it became.

  FIG. 14 is an explanatory diagram showing an example of a method for predicting the end of the matrix in the moving matrix length region. As described above, the movement queue length area is a queue area constituted by vehicles that repeatedly move or stop moving in the signal queue. In this case, the time T at which the vehicle that has passed through the sensing area of the vehicle detector 1 at an arbitrary time t (fifth time point) arrives at the end of the matrix of the lane j in the movement matrix length area, and the position L at the end of the matrix at that time (T) can be obtained from Equation (8) and Equation (9), respectively. However, equation (10) is assumed to hold. In addition, an arbitrary time t (fifth time point) is a time after time tm (fourth time point). As a result, even if the vehicles in the signal queue repeatedly move or stop moving and the signal queue length is decreasing, information related to the signal queue, such as when there is a traffic jam, is accurately predicted by corresponding to the lane can do.

  FIG. 15 is an explanatory diagram showing an example of a method for predicting the end of the matrix when the signal queue shifts from the movement matrix length area to the stop matrix length area. As shown in FIG. 15, the time when the signal queue shifts from the movement queue length region to the stop queue length region (that is, the signal queue shifts from the movement queue length to the stop queue length) is set to Tn (6th Time), and the end position at that time is L (Tn) (point N in FIG. 15). Further, it is assumed that the signal queue shifts from the movement queue length region to the stop queue length region when the vehicle that has passed through the detection region of the vehicle detector 1 reaches the signal queue at time tn (seventh time point). In this case, Tn and L (Tn) can be obtained by Expression (11) and Expression (12), respectively. The case where Formula (12) is satisfied is a case where there is a remaining profit.

  Or Tn and L (Tn) can be calculated | required by Formula (13) and Formula (14), respectively. The case where the formula (14) is established is a case where there is no remaining profit. In this case, the signal queue length is zero.

  Prediction of the end of the next stop matrix length region after time Tn, that is, a vehicle that has passed the detection region of the vehicle detector 1 at time t (eighth time) after time tn is a lane j in the stop matrix length region. The time T arriving at the end of the matrix and the position L (T) at the end of the matrix at that time can be obtained by equations (15) and (16), respectively. However, equation (17) is assumed to hold. When the formula (17) is established, it indicates a case where there is a remaining profit.

  Or T and L (T) can be calculated | required by Formula (15) and Formula (18), respectively. However, equation (19) is assumed to hold. The case where the formula (19) is established indicates a case where there is no remaining profit. As a result, even if the signal waiting time is not solved by the green light and there is a remaining profit and the signal queue length is increasing, the information about the signal queue such as at the time of traffic congestion is predicted accurately by corresponding to the lane can do.

  The examples of FIGS. 12 to 15 described above are for straight lanes, but the information at the end of the signal queue can be obtained in the same way for left and right turn lanes.

  If probe information of a new probe vehicle is obtained and the end of the signal queue can be accurately grasped, the end of the signal queue is predicted in consideration of this. As shown in the above numerical example, if new probe information can be acquired every time 40 seconds elapse, the interval for predicting the signal queue is about 40 seconds at most. It can be said that it is sufficient to predict the signal queue within the time range up to about a second ahead. However, the larger the ratio of probe vehicles, the shorter the prediction interval, so the prediction time range becomes shorter and the prediction accuracy increases accordingly. If a change occurs in the signal switching timing after the prediction, the prediction value may be changed immediately in consideration of this.

  Note that the end of the matrix in the stop matrix length region is switched to the end of the matrix in the moving matrix length region when the starting wave propagates with a blue signal and the end of the matrix starts moving (for example, point M in FIG. 13). As shown in FIG. 13, the end of the latter matrix depends on the in-matrix travel speed Vq and the inflowing traffic, but the end of the longest matrix at the time of stop (point M) is moved at the in-matrix travel speed Vq. Therefore, the end of the matrix can be predicted by approximating this.

  In the above-described embodiment, a vehicle that has passed through the sensing area of the vehicle detector 1 at an arbitrary time using the arrival time and the arrival position at which the probe vehicle has reached the end of the signal queue is the end of the signal queue. The time at which the vehicle arrives and the position at the end of the matrix at that time are obtained, but other positions and times in the travel trajectory of the probe vehicle can also be used.

  FIG. 16 is an explanatory diagram illustrating an example of use of a travel locus of a probe vehicle. As shown in FIG. 16, the probe vehicle reaches the end of the signal queue at time t1 (see point A). Thereafter, the vehicle continues to stop while waiting for a signal, and starts at time t2 (see point B). Then, after time t2, the vehicle travels toward the intersection at the in-matrix traveling speed Vq, and flows out of the intersection at time t3 (point C).

  In this case, instead of using the information when the probe vehicle arrives at the end of the matrix (point A in FIG. 16), the point B where the probe vehicle started to move after stopping in the matrix, or the point C that flowed out of the intersection It is also possible to correct the predicted value at the end of the matrix predicted so far using this information.

  Next, the case where the end position of the signal queue at an arbitrary time is predicted will be described. FIG. 17 is an explanatory diagram illustrating an example of calculating the end position of the signal queue at an arbitrary time. A time difference Δt (for example, Δt = t−t1) between an arbitrary time t and the arrival time t1 when the probe vehicle has reached the end of the signal queue is calculated, and the probe vehicle has passed the sensing region of the vehicle detector 1. Using the arrival traffic volume of the predetermined lane between time t0 (first time point) and the time difference Δt and the arrival position L (t1) of the probe vehicle, the last position L (t) of the signal queue at any time t Can be calculated.

  In this case, it can be calculated by sequentially obtaining the above-mentioned formulas (2), (3), (8), (9), (15), (16), and (18). . Thereby, if it is after acquiring probe information, the end position of the signal queue at an arbitrary time can be sequentially obtained for each lane.

  Here, if the above arbitrary time is estimated at the present or the past, and is distinguished from the prediction at the future, in the prediction at the end of the future matrix, as is clear from FIG. It is possible to predict the free running time ahead from the position of the vessel 1 to the end of the matrix. This is because the traffic volume has not been measured by the vehicle detector 1 thereafter. In the present embodiment, the above estimation and prediction are not distinguished, and the expression of prediction including both concepts is used.

  If the probe information does not include lateral position information such as the distance from the lane or the roadside, it is not known which lane the probe vehicle is traveling at least until the time when the vehicle exits the intersection. Even when the probe vehicle flows out of the intersection, when a plurality of lanes are available for one traveling direction, the lane in which the probe vehicle has traveled cannot be specified only by the traveling direction of the destination. Such a case can be dealt with by the following method.

  First, the case where the lane at the time of flowing out of the intersection is specified will be described. When the lane that can be used in the traveling direction can be identified when the probe vehicle flows out of the intersection, the probe information of the probe vehicle (for example, point A, point B, Using the information at point C), the matrix end of the lane is predicted. In particular, in the case of a right turn, this method is meaningful because there are many cases where it can be specified and the utility value of the prediction result is high.

  Next, the case where the difference at the end of the matrix for each lane is used will be described. For example, a straight lane and a right turn lane often have a large difference in the end of the matrix (eg, length). Therefore, when the end of the matrix at the time when the probe vehicle arrives at the end of the matrix is different from the end of the matrix at the predicted time, it can be determined that the lane is not the lane. For this reason, it cannot necessarily be used unless it waits until a probe vehicle flows out of an intersection.

  Next, a case where the identity of the end of a matrix of a plurality of available lanes is used will be described. For example, when multiple lanes are available for one direction of travel, when there are two lanes in the straight direction, or when there are two lanes in the left turn direction, the lane end of either lane (for example, waiting for a signal) It can be considered that the length of the matrix) does not change much. Therefore, in this case, it is determined that both are at the end of the same matrix, and the probe information is used for prediction of the end of the matrix in both lanes. Note that the accuracy of the end of the matrix predicted as described above decreases when time passes too much, so it is necessary to set an expiration date (for example, 1 minute).

  Predicted value and estimated value at the end of the signal queue calculated (predicted) as described above (the last in the past of the current time or the end of the current time matrix, and the end of the matrix predicted in the past with the probe information of the probe vehicle) ) (Including those corrected for right turn), the calculation of the travel time between intersections including the right turn waiting time has been improved, the priority control of emergency vehicles such as police cars has been improved, and the signal control has been improved with the accuracy of the matrix length. It can be used for a wide range of purposes, such as safe driving support such as environmentally friendly driving control, idling stop, and dilemma control.

  Next, the operation of the signal queue information generating apparatus 100 according to the present invention will be described. 18, 19, 20 and 21 are flowcharts showing the calculation processing procedure for the end of the signal queue. A configuration in which the control unit 10, the lane traffic volume calculation unit 12, the probe vehicle information identification unit 14, the matrix tail information generation unit 15, and the like are loaded and executed on a CPU (not shown) with program codes for realizing the functions of these units. can do. In the following description, the calculation process procedure at the end of the signal queue is performed by the CPU.

  The CPU acquires the traffic volume upstream of the intersection and the probe information of the probe vehicle (S11), and acquires the traffic volume of the oncoming vehicle near the intersection, the pedestrian on the pedestrian crossing, and the vehicle running behavior in the intersection (S12).

  The CPU determines whether or not the end of the signal queue has been detected from the probe vehicle (S13). If it cannot be detected (NO in S13), the CPU continues processing from step S11 onward and detects it (S13). YES), it is determined whether all traffic flow behavior parameters have been calculated (S14).

  When all traffic flow behavior parameters have been calculated (YES in S14), the CPU can determine whether the travel lane of the probe vehicle has been identified (S15), and can identify the travel lane. If it is determined (YES in S15), it is determined whether or not the tail of the signal queue predicted in the past is valid (S16). Whether or not it is valid can be determined, for example, based on whether or not the elapsed time after prediction exceeds a predetermined time (for example, 1 minute).

  If the tail of the signal queue predicted in the past is not valid (NO in S16), the CPU calculates the arrival traffic to the predetermined lane from the acquired traffic volume and traffic flow behavior parameters (S17), and the predetermined lane The end of the signal queue is calculated (S18). In this case, the time when a vehicle that has passed the sensing area of the vehicle detector 1 at a certain time arrives at the end of the signal queue and the position of the end of the vehicle may be calculated, or the signal queue at an arbitrary time The end position of may be calculated.

  The CPU outputs the end of the calculated signal queue to the general vehicle or the signal control device (S19), and ends the process. When the tail of the signal queue predicted in the past is valid (YES in S16), the CPU has a predetermined error between the tail of the signal queue predicted in the past and the end of the signal queue of the probe vehicle for the predetermined lane. It is determined whether or not they match within the range (S20). If they match (YES in S20), the end of the signal queue of the predetermined lane is corrected to the end of the signal queue of the probe vehicle (S21). Process. If they do not match (NO in S20), the CPU performs the process of step S17.

  If all the traffic flow behavior parameters have not been calculated (NO in S14), the CPU determines whether or not the traffic flow behavior parameters can be directly calculated (S22) and cannot be calculated (in S22). NO), it is determined whether or not the correlation between the traffic flow behavior parameter and the traffic environment has been calculated (S23).

  If the correlation has not been calculated (NO in S23), the CPU determines whether there is enough data for calculating the correlation (S24), and if there is enough data (YES in S24), the correlation Is calculated (S25).

  The CPU determines whether or not all traffic flow behavior parameters have been processed (S28). If not processed (NO in S28), the CPU performs the process in step S22 and if processed (YES in S28). ), The process after step S11 is performed.

  When the traffic flow behavior parameter can be directly calculated (YES in S22), the CPU calculates the traffic flow behavior parameter (S26) and performs the process of step S28. When the correlation has been calculated (YES in S23), the CPU determines a traffic flow behavior parameter from the current traffic environment (S27), and performs the process of step S28. If there is not enough data for calculating the correlation (NO in S24), the CPU performs the process of step S28.

  If the travel lane of the probe vehicle cannot be specified (NO in S15), the CPU determines whether or not the tail of the signal queue predicted in the past is valid (S29), and if valid (S29). YES), the signal queue tail of each lane predicted in the past is compared with the signal queue tail of the probe vehicle (S30).

  The CPU determines whether the lane can be specified at the end of the signal queue of the probe vehicle (S31). If the lane cannot be specified (NO in S31), whether the probe vehicle has flowed out of the intersection It is determined whether or not (S32).

  When the probe vehicle flows out of the intersection (YES in S32), the CPU determines whether or not the traveling lane of the probe vehicle can be identified from the traveling direction of the probe vehicle (S33), and identifies the traveling lane. If it is not possible (NO in S33), a plurality of lanes corresponding to the traveling direction are specified (S34), and the process of step S16 is performed.

  If the tail of the signal queue predicted in the past is not valid (NO in S29), the CPU performs the process of step S32. If the lane can be specified at the end of the signal queue of the probe vehicle (YES in S31), the CPU performs the process of step S16.

  When the probe vehicle has not flown out of the intersection (NO in S32), the CPU performs the processing after step S11. When the traveling lane of the probe vehicle can be specified from the traveling direction of the probe vehicle (YES in S33), the CPU performs the process of step S16.

  As described above, according to the present invention, information on signal queues such as traffic jams (position at the end of the matrix, time when the vehicle reached the end of the queue, etc.) It is possible to predict accurately according to the lane.

  In the above-described embodiment, the control unit 10, the lane traffic volume calculation unit 12, the probe vehicle information identification unit 14, the matrix tail information generation unit 15 and the like can be configured by hardware circuits, or these functions can be performed. The program code to be realized may be loaded into the CPU and executed. It can also be configured as a recording medium (for example, an optical disc such as a CD-ROM or DVD, a magnetic disc, a semiconductor memory, etc.) on which the above-described program code is recorded so as to be readable by a computer.

  The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic diagram which shows the example of installation of the signal queue information generation system provided with the signal queue information generation apparatus which concerns on this invention. It is explanatory drawing which shows an example of a structure of the signal queue information generation system provided with the signal queue information generation apparatus which concerns on this invention. It is a block diagram which shows an example of a structure of the signal queue information generation apparatus which concerns on this invention. It is explanatory drawing which shows an example of the road sign according to course. It is explanatory drawing which shows the example of driving | running | working of the vehicle in the inflow path which has multiple lanes. It is explanatory drawing which shows an example of the calculation method of the arrival traffic volume rate. It is explanatory drawing which shows the right / left turn straight ahead rate and the lane utilization rate according to the advancing direction. It is explanatory drawing which shows transition of a signal queue. It is explanatory drawing which shows transition of the signal queue in the case of a lane only for a straight vehicle. It is explanatory drawing which shows transition of the signal queue in the case of the lane of only a left turn vehicle. It is explanatory drawing which shows transition of the signal queue in the case of the lane of only a right turn vehicle. It is explanatory drawing which shows an example of the prediction method of the matrix end of a stop matrix length area | region. It is explanatory drawing which shows an example of the prediction method of the queue end in case a signal queue becomes the longest. It is explanatory drawing which shows an example of the prediction method of the matrix end of a movement matrix length area | region. It is explanatory drawing which shows an example of the prediction method of the end of a matrix in case a signal queue transfers to a stop matrix length area | region from a movement matrix length area | region. It is explanatory drawing which shows the example of utilization of the traveling locus of a probe vehicle. It is explanatory drawing which shows the example which calculates the position of the end of the signal queue in arbitrary time. It is a flowchart which shows the calculation process procedure of a signal queue tail. It is a flowchart which shows the calculation process procedure of a signal queue tail. It is a flowchart which shows the calculation process procedure of a signal queue tail. It is a flowchart which shows the calculation process procedure of a signal queue tail.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle detector 2, 6 Communication apparatus 3 Signal control apparatus 4 Signal lamp 5 Image sensor 100 Signal queue information generation apparatus 10 Control part 11 Communication part 12 Lane traffic volume calculation part 13 Storage part 14 Probe vehicle information specific part 15 End of matrix Information generation unit 151 Longest end calculation unit 152 Transition end calculation unit 153 End position calculation unit

Claims (13)

In a signal queue information generating device that generates information about a signal queue of a vehicle waiting for a signal at an intersection,
A traffic volume acquisition means for acquiring a traffic volume of a vehicle passing through a predetermined point toward the intersection;
Lane traffic calculation means for calculating arrival traffic per lane using the traffic acquired by the traffic acquisition means;
Probe information acquisition means for acquiring probe information including position information at different points in time of the probe vehicle;
First calculation means for calculating a first time point when the probe vehicle passes the point based on the probe information acquired by the probe information acquisition means;
Based on the probe information acquired by the probe information acquisition means, the probe vehicle information specifying means for specifying the probe vehicle end time and the probe vehicle position at which the probe vehicle is the end of the signal queue;
Using the probe vehicle end time point and the probe vehicle position specified by the probe vehicle information specifying means, and the arrival traffic volume per lane from the first time point to any second time point calculated by the lane traffic amount calculating means. And a matrix tail information generating means for generating matrix tail information including at least one of a tail time point and a tail position at which the vehicle that has passed the point at the second time point is the tail of the signal queue. Signal queue information generator.   2. The signal queue information generation device according to claim 1, further comprising: a third time point at which the signal queue of the lane becomes the longest and a longest tail calculating unit that calculates a tail position at the third time point. A plurality of stopped vehicles in the signal queue are provided with an acquisition means for acquiring a starting wave propagation velocity that is a propagation velocity of a starting vehicle position starting from the front side with a green light;
The longest tail calculating means is:
The time point at which the position of the starting vehicle that starts at the starting wave propagation speed arrives at the end of the queue waiting for the signal is calculated as the third time point, and the third time point, the green signal starting time point, and the starting wave propagation are calculated. 3. The signal queue information generation device according to claim 2, wherein the signal queue information generation device is configured to calculate a tail position at the third time point by using a speed . A second calculating means for calculating a fourth time point when the vehicle at the tail position calculated by the longest tail calculating means passes the point;
The matrix tail information generating means includes
Using the end position calculated by the longest end calculation means, the third time point, and the arrival traffic per lane between the fourth time point and any fifth time point, the point was passed at the fifth time point. The signal queue according to claim 2 or 3, wherein the vehicle is configured to generate queue tail information including at least one of a tail time point and a tail position that are tails of the signal queue. Information generator. The matrix tail information generating means includes
A matrix that includes at least one of a tail time point and a tail position at which the vehicle that has passed the point at the fifth time point becomes the end of the signal queue, using a traveling speed in a queue at which a vehicle in the signal queue travels by a green light 5. The signal queue information generation device according to claim 4, wherein the signal queue information generation device is configured to generate tail information.   5. A sixth time point at which the queue length of the signal queue of the lane shifts from a moving queue length to a stop queue length, and a transition end calculating means for calculating a tail position at the sixth time point. The signal queue information generation device according to claim 5. An acquisition means for acquiring a stop wave propagation speed that is a propagation speed of the trailing position of a plurality of stopped vehicles that stop at a red light ;
The transition end calculation means is
The maximum tail calculating means end position and the third time point was calculated by using the matrix in the running speed and the stop wave propagation velocity is a vehicle of the signal queue traveling by green light, queue size of the signal queue is moving matrix 7. The signal queue information generation device according to claim 6, wherein the signal queue information generation device is configured to calculate a sixth time point when the length shifts to a stop queue length and a tail position at the sixth time point. A third calculating means for calculating a seventh time point when the vehicle at the tail position calculated by the transition tail calculating means passes the point;
The matrix tail information generating means includes
Using the end position calculated by the transition end calculating means and the arrival traffic volume per lane between the sixth time point and the seventh time point to an arbitrary eighth time point, the vehicle passed the point at the eighth time point. 8. The signal queue according to claim 6 or 7, wherein the vehicle is configured to generate queue tail information including at least one of a tail time point and a tail position that is a tail of the signal queue. Information generator. The lane traffic calculation means is:
9. The apparatus according to claim 1, wherein the traffic volume acquired by the traffic volume acquisition unit is multiplied by a predetermined traffic volume rate to calculate the traffic volume per lane. The signal queue information generation device according to claim 1. The lane traffic calculation means is:
The traffic volume acquired by the traffic volume acquisition unit is configured to calculate the arrival traffic volume per lane by multiplying the traffic volume acquired by a predetermined right / left turn straight rate and a lane usage rate for each traveling direction. The signal queue information generation device according to any one of claims 1 to 9. A time difference calculating means for calculating a time difference between an arbitrary time point and the probe vehicle end time point;
Tail position calculating means for calculating the tail position of the signal queue at the arbitrary time point using the arrival traffic volume per lane and the probe vehicle position during the time difference calculated by the time difference calculating means from the first time point; The signal queue information generation device according to claim 1, comprising: In a computer program for causing a computer to function as means for generating information relating to a signal queue of a vehicle waiting for a signal at an intersection,
Computer
Lane traffic volume calculation means for calculating the arrival traffic volume per lane using the traffic volume of vehicles passing through a predetermined point toward the intersection;
First calculation means for calculating a first time point when the probe vehicle passes the point based on probe information including position information at different time points of the probe vehicle;
Based on the probe information, probe vehicle information specifying means for specifying the probe vehicle end time and the probe vehicle position at which the probe vehicle is the end of the signal queue;
Using the probe vehicle end time point and the probe vehicle position specified by the probe vehicle information specifying means, and the arrival traffic volume per lane from the first time point to any second time point calculated by the lane traffic amount calculating means. The vehicle having passed the point at the second time point functions as matrix end information generating means for generating matrix end information including at least one of the end time and the end position at the end of the signal queue. A computer program. In a signal queue information generation method by a signal queue information generation device that generates information about a signal queue of a vehicle waiting for a signal at an intersection,
Get the traffic volume of vehicles passing through a given point toward the intersection,
Obtain probe information including position information at different times of the probe vehicle,
Based on the acquired probe information, a first time point when the probe vehicle passes the point is calculated,
Based on the acquired probe information, identify the probe vehicle end time and the probe vehicle position at which the probe vehicle is the end of the signal queue,
Using the acquired traffic volume, calculate the arrival traffic volume per lane from the first time point to any second time point,
Using the identified probe vehicle end point and probe vehicle position and the calculated arrival traffic per lane, at least one of the end point and end position at which the vehicle that passed the point at the second time point becomes the end of the signal queue A method for generating signal queue information, comprising generating queue tail information including two queues.

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