JP5310807B2 - Traffic evaluation apparatus, computer program, and traffic evaluation method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traffic evaluation apparatus, a computer program, and a traffic evaluation method which can make a comparison of a traffic evaluation index before and after evaluation conditioning. <P>SOLUTION: A traffic simulator 10 comprises: a simulator engine unit 11 which performs computations on the basis of a calculation expression indicating a moving model of vehicles; a traffic volume calculation unit 12 which calculates an occurring traffic volume and an extinguishing traffic volume on the basis of a given OD traffic volume; an estimated congestion length calculation unit 13 which calculates (estimates) an estimated congestion length in each link on the basis of the calculated traffic volume; a start point/end point generation unit 14 which generates a start point traffic volume and an end point traffic volume for adjusting the estimated congestion length, on the basis of a difference between the estimated congestion length and an actually measured congestion length; a storage unit 18 which stores predetermined information; and an evaluation condition setting unit 19 which sets evaluation conditions for evaluating a traffic state quantity. <P>COPYRIGHT: (C)2013,JPO&amp;INPIT

Description

  The present invention relates to a traffic evaluation device that outputs a traffic evaluation index by simulated running of a plurality of simulated vehicles, a computer program for realizing the traffic evaluation device, and a traffic evaluation method using the traffic evaluation device.

  Expectations for traffic simulators are increasing as a means of evaluating the impact of traffic regulations in advance, and various technological developments are being carried out. In such a traffic simulator, traffic information such as traffic volume (for example, OD traffic volume) including vehicle start / end point information, vehicle travel speed, acceleration / deceleration characteristics, etc. is handled as input data. . The OD traffic volume is the traffic volume between the starting point (starting point) and the ending point (destination point) of the vehicle. For example, survey statistical data obtained as a result of statistical surveys conducted regularly by the country or local government Etc. are used.

  The purpose of the traffic simulator is to evaluate or estimate in advance the effects after traffic environment changes such as traffic regulation due to construction, accidents or disasters, new road construction, and improvement of intersections. The traffic simulator includes a movement model of the vehicle, that is, a calculation formula imitating the behavior of the vehicle in advance, and by applying the above input data to the calculation formula, roads such as single intersections, routes, and urban areas Outputs traffic evaluation indicators such as traffic congestion on the network and travel time, or environmental indicators such as carbon dioxide contained in exhaust gas. In this case, the road network is composed of a plurality of links (for example, a road connecting the intersection and the intersection having two directions, up and down) and a node (for example, an intersection) where the links intersect. The

  Specifically, the traffic simulator uses the input OD traffic volume to generate traffic volume (traffic volume flowing into the link) and disappearance traffic volume (traffic volume flowing out of the link) at each link of the road network. Ask for. Then, the traffic simulator generates the number of vehicles corresponding to the generated traffic volume at each link, and deletes the number of vehicles corresponding to the lost traffic volume to obtain the traffic jam length and the like.

  In addition, for a specific section, the time axis data is converted into the space axis data using the travel time of the specific vehicle obtained from the vehicle detectors provided at both ends of the section and the vehicle sensor data obtained in time series. A method for obtaining a traffic jam length by projecting is disclosed (see Patent Document 1).

Japanese Patent Laid-Open No. 08-161686

  When reproducing the traffic evaluation index assuming an actual road network, in the conventional traffic simulator, the input data such as the vehicle traveling speed, acceleration / deceleration characteristics, and OD traffic volume coincide with the actual traffic information. Should be set as follows. However, it is difficult to measure the behavior of individual vehicles, the OD traffic volume, and the like in detail for each link of the road network, for example, to match the actual traffic information, and there is a difference between the two. For this reason, when the traffic evaluation index is obtained by the traffic simulator, there is a problem that the actual traffic evaluation index cannot be reproduced as a result of accumulation of the difference as the simulation time elapses.

  For this reason, for example, when the traffic jam length is obtained as a traffic evaluation index by a traffic simulator, if the obtained traffic jam length does not match the actual measurement value, parameters such as the vehicle running speed and the outflow rate at the intersection can be adjusted. , So that reproducibility was obtained. However, even if reproducibility is obtained on some routes (links) in the road network, if the vehicle traveling speed or the intersection runoff rate is adjusted, the number of vehicles arriving on the downstream route (link), etc. As traffic conditions change, further downstream adjustments are required. In addition, since the vehicle has a right turn or a left turn at the intersection in the entire road network, the influence of the adjustment also affects other routes intersecting at the intersection. For this reason, the subject road network has a problem that the obtained traffic jam length does not match the actually measured value and lacks reproducibility. In particular, when the purpose of the evaluation by the traffic simulator is to compare the current traffic evaluation index (for example, traffic volume, congestion length, queue length or travel time) with the traffic evaluation index after setting the evaluation conditions, Since the reproducibility of the current traffic evaluation index by the simulator is an important factor that is the basis for comparison, it has been desired to improve the reproducibility of the traffic simulator.

  On the other hand, even if a correction term (correction value) for approximating the current traffic evaluation index to the actual measurement value can be obtained on the traffic simulator, the conventional traffic simulator can be used for construction or traffic accidents. It has not been studied how to apply the correction term in the case where the resulting traffic regulation occurs, that is, after evaluation conditions are set different from the current conditions.

  The present invention has been made in view of such circumstances, a traffic evaluation apparatus capable of comparing traffic evaluation indexes before and after setting evaluation conditions, a computer program for realizing the traffic evaluation apparatus, and the traffic evaluation apparatus The purpose is to provide a traffic evaluation method.

Traffic evaluation apparatus according to the first invention, the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information an evaluation condition setting means for setting an evaluation condition for evaluating the traffic metrics including astringency Todokocho, a congestion length estimating means for estimating an estimated congestion length of the vehicle at the link arbitrary, the evaluation condition setting means Before setting the evaluation condition in step 1, based on the actual measured traffic jam length of the vehicle at each link and the estimated traffic jam length estimated by the traffic jam length estimation means, the start / end point information at the link for each cycle does not rely on correct starting traffic or the standing generating means for generating a correction arrival traffic that does not rely on end-point information, recording for recording the correction starting traffic or correction arriving traffic generated by said generating means in each said cycle And the step, after setting the evaluation condition in the evaluation condition setting means, for each of the periods, the recorded correction starting traffic in recording means and released at said link, said correction arrival traffic recorded in the recording means And a discharge recovery means for recovery by a link.

Traffic evaluation apparatus according to the second invention, the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information an evaluation condition setting means for setting an evaluation condition for evaluating the traffic metrics including traffic volume, and traffic amount estimating means for estimating the estimated traffic volume at the link arbitrary, evaluated by the evaluation condition setting means Before setting the conditions, based on the measured traffic volume of the vehicle at the link for every cycle and the estimated traffic volume estimated by the traffic volume estimation means, the link is relied on the origination / destination information at the link for each cycle. a generating means for generating a correction arrival traffic that does not rely on correct starting traffic or the standing end point information does not, and recording means for recording the corrected departure traffic or correction arriving traffic generated by said generating means in each said cycle After setting the evaluation condition in the evaluation condition setting means, for each of the periods, the recorded correction starting traffic in recording means and released at said link, collecting the correction arrive traffic recorded in the recording means at said link And a release and recovery means.

The traffic evaluation apparatus according to a third aspect of the present invention is the traffic evaluation apparatus according to the first or second aspect, wherein after the evaluation condition is set by the evaluation condition setting means, the corrected arrival traffic volume is set at an arbitrary cycle by an arbitrary link by the discharge collection means. when recovering comprises a first comparison means for comparing the traffic volume of the correction arrive traffic and the link to recover, the discharge recovery means is greater than the traffic amount in the correction it arrives traffic recovering said link If, as the traffic volume in the link is recovered as the correction arrive traffic, adds the difference traffic volume of the traffic in the correction arrive traffic and the link to the correct arrival traffic of the next period of the periodic It is comprised by these.

A traffic evaluation apparatus according to a fourth invention is the traffic evaluation device according to any one of the first invention to the third invention, wherein after the evaluation condition is set by the evaluation condition setting means, the corrected starting traffic volume is set by an arbitrary link by the discharge collection means. In the case of discharging at an arbitrary period, a second comparing means for comparing the corrected starting traffic volume to be released and the traffic volume that can be discharged to the link is provided, and the discharge collecting means has the corrected starting traffic volume to be discharged as the link. If more than the traffic amount that can be released into the traffic that can be output dissipating released as a correction starting traffic, a difference traffic volume of a possible traffic release to the link and the release correction starting traffic of the periodic It is configured to add to the corrected starting traffic volume of the next cycle.

  The traffic evaluation apparatus according to a fifth aspect of the present invention is the traffic evaluation device according to the fourth aspect, wherein the releasable traffic that calculates the traffic volume that can be discharged from the link is calculated by the difference between the number of vehicles that can exist on the link and the number of vehicles that exist on the link An amount calculating means is provided.

Traffic evaluation apparatus according to a sixth invention is the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information an evaluation condition setting means for setting an evaluation condition for evaluating the traffic metrics, including a wait queue length, a signal information acquisition means for acquiring signal information of the downstream side of the intersection of any link to each arbitrary period before setting the evaluation condition in the evaluation condition setting means, and the queue length estimation means for estimating the queue length in a direction crossing the opposing straight vehicle at the intersection of the pre-SL period, relative to the link of the intersection A determination means for determining whether or not the signal is red in the current cycle and blue in the most recent cycle; and when the determination means determines that the condition is not satisfied, the waiting A collection means for collecting the number of vehicles corresponding to a length obtained by subtracting a predetermined length from the queue length estimated by the length estimation means, and a record for recording the number of vehicles collected by the collection means for each cycle. And the collection means is configured to collect the number of vehicles recorded by the recording means by the link for each cycle after setting the evaluation conditions by the evaluation condition setting means. It is characterized by.

Traffic evaluation apparatus according to a seventh invention is the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information and estimating means for estimating a traffic metrics link arbitrary, based on the measured traffic metrics and estimated traffic metrics estimated by the estimating means in the link, the electromotive force in said link for each arbitrary period Generating means for generating a corrected starting traffic volume that does not depend on the end point information or a corrected arrival traffic volume that does not depend on the starting point information , and the generating means cannot release the corrected starting traffic volume to the link in the latest cycle. When there is another vehicle, the vehicle is preferentially discharged to the link in the current cycle.

A computer program according to the eighth invention, the computer, the step of each of the plurality of vehicles both outputs traffic metrics by simulating running one or more links composing the road network based on individual electromotive end point information a computer program for executing, on a computer, the steps of estimating the estimated congestion length of the vehicle at the link arbitrary, before setting an evaluation condition for evaluating the traffic metrics, including congestion length, any Based on the measured traffic jam length of the vehicle at the link and the estimated estimated traffic jam length for each cycle, the corrected departure traffic volume that does not depend on the origin / destination information at the link for each cycle or the corrected arrival that does not depend on the origin / endpoint information set generating a traffic, a step of recording the generated correction starting traffic or correction arriving traffic for each of the periods, the evaluation conditions After, for each of the periods, the recorded correction starting traffic released by the link, the recorded correction arrived traffic, characterized in that and a step of recovering at the link.

Computer program according to a ninth invention, in a computer, the steps of each of the plurality of vehicles both outputs traffic metrics by simulating running one or more links composing the road network based on individual electromotive end point information a computer program for executing, on a computer, the steps of estimating the estimated traffic volume at the link arbitrary, before setting an evaluation condition for evaluating the traffic metrics including traffic, any per cycle Based on the actual traffic volume of the vehicle at the link and the estimated traffic volume estimated at the link, the corrected departure traffic volume that does not depend on the start / end point information at the link or the corrected arrival traffic volume that does not depend on the start / end point information for each cycle and generating the steps of: a generated correction starting traffic or correction arriving traffic is recorded for each said period, setting the evaluation conditions To, for each of the periods, the recorded correction starting traffic released by the link, the recorded correction arrived traffic, characterized in that and a step of recovering at the link.

Computer program according to a tenth invention, in a computer, the steps of each of the plurality of vehicles both outputs traffic metrics by simulating running one or more links composing the road network based on individual electromotive end point information a computer program for executing, on a computer, before setting an evaluation condition for evaluating the traffic metrics, including a wait queue length, facing straight ahead the vehicle at the downstream side of the intersection of the link of the period of arbitrary Estimating the queue length in the direction of crossing with and determining whether the signal for the link at the intersection is red in the current period and blue in the most recent period If it is determined that the condition is not satisfied, the number of vehicles corresponding to a length obtained by subtracting a predetermined length from the estimated queue length is A step of collecting, a step of recording the number of collected vehicles for each cycle, and a step of collecting the recorded number of vehicles by the link for each cycle after setting an evaluation condition. Features.

Traffic evaluation method according to the eleventh invention, according to the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information Oite traffic evaluation method, and estimating an estimated congestion length of the vehicle at the link arbitrary, before setting an evaluation condition for evaluating the traffic metrics, including congestion length, said each arbitrary period Based on the actual measured traffic jam length of the vehicle at the link and the estimated traffic jam length, the corrected starting traffic volume that does not depend on the start / end point information at the link or the corrected arrival traffic amount that does not depend on the start / end point information for each cycle. and generating the steps of the generated correction starting traffic or correction arriving traffic is recorded for each said cycle, after setting an evaluation condition for each said period, the recorded correction starting traffic before Releasing the link, characterized in that the recorded correction arriving traffic and recovering in the link.

Traffic evaluation method according to the twelfth invention, by traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information Oite traffic evaluation method, the steps of estimating the estimated traffic volume at the link arbitrary, before setting an evaluation condition for evaluating the traffic metrics including traffic, in the link of each arbitrary period Based on the actually measured traffic volume and the estimated estimated traffic volume of the vehicle, a corrected departure traffic volume that does not depend on the start / end point information or a corrected arrival traffic volume that does not depend on the start / end point information is generated at the link for each period. steps and, the steps of the generated correction starting traffic or correction arriving traffic is recorded for each said cycle, after setting an evaluation condition for each said period, said recorded correction starting traffic phosphorus In the released, characterized in that the recorded correction arriving traffic and recovering in the link.

Traffic evaluation method according to the thirteenth invention, by traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual electromotive end point information Oite traffic evaluation method, the steps of acquiring signal information of the downstream side of the intersection of the link arbitrary for each arbitrary period, before setting an evaluation condition for evaluating the traffic metrics, including a queue length , estimating a queue length in a direction crossing the opposing straight vehicle at the intersection of the pre-SL period, signals for the link of the intersection, a red current cycle, and blue in the last cycle Determining whether or not a certain condition is satisfied; and if it is determined that the condition is not satisfied, the number of vehicles corresponding to a length obtained by subtracting a predetermined length from the estimated queue length is A step of collecting, a step of recording the number of collected vehicles for each cycle, and a step of collecting the recorded number of vehicles by the link for each cycle after setting an evaluation condition. It is characterized by.

The first invention, in the eighth invention and the eleventh invention, to estimate the estimated congestion length of the vehicle at the link arbitrary.

Before setting the evaluation condition for evaluating the traffic state quantity including traffic jam length (traffic evaluation index) , based on the actual traffic jam length of the vehicle at the link and the estimated estimated traffic jam length A starting point traffic volume (corrected starting traffic volume) or an end point traffic volume (correcting arrival traffic volume) is generated at the link for each cycle. The traffic volume at the starting point of an arbitrary link corresponds to the number of vehicles discharged from the link (the number of discharged vehicles), and the traffic volume at the end point of an arbitrary link corresponds to the number of vehicles recovered at the link (the number of recovered vehicles). Further, the starting point traffic volume or the end point traffic volume generated for each cycle may be zero. That is, depending on the cycle, the starting traffic volume or the ending traffic volume, or both may not be generated. The evaluation conditions include, for example, traffic measures such as traffic regulation due to construction, accidents or disasters, new road construction, changes in traffic environment such as improvement of intersections, provision of traffic information, and adjustment of traffic signal control . Cycle arbitrary are periodically obtaining correction term (correction value) for approximating a traffic metrics current to the measured value, e.g., 10 seconds, 50 seconds, 1 minute, etc. 5 minutes, the contents of the traffic metric It can be set appropriately depending on the situation.

  The generated starting traffic volume or end traffic volume is recorded for each cycle. The starting point traffic volume or the end point traffic volume is recorded for each link. Then, after setting the evaluation conditions, the recorded starting point traffic volume is released by the link and the recorded end point traffic volume is collected by the link for each cycle. For example, if the starting point traffic volume or the end point traffic volume is generated as 9:00, 9:05, 9:10,... In a cycle of every 5 minutes from the time 9:00 before setting the evaluation condition, After setting the conditions, the starting traffic volume at the same time (cycle) generated before setting the evaluation conditions is released in the period, that is, 5:00, 9:05, 9:10,. Collect end point traffic volume and output traffic evaluation index. The traffic evaluation index is, for example, traffic jam length, travel time, traffic volume, queue length, and the like.

  After setting the evaluation conditions, the recorded starting traffic volume is released every same period, and the recorded end traffic volume is collected every same period. Because it is reflected in the traffic simulator by means, traffic conditions (traffic evaluation index) such as traffic volume, congestion length, travel time, carbon dioxide emissions at the time of reproduction of the current situation and assumed cases (cases where the current conditions and traffic conditions have changed) The traffic situation can be relatively compared, and the traffic evaluation index can be compared before and after setting the evaluation condition.

The second invention, in the ninth invention and the twelfth invention, to estimate the estimated traffic volume of the vehicle at the link arbitrary.

Before setting the evaluation conditions for evaluating the traffic state quantity (traffic evaluation index) including the traffic volume, based on the measured traffic volume of the vehicle and the estimated estimated traffic volume at the link for each arbitrary period, A starting point traffic volume (corrected starting traffic volume) or an end point traffic volume (correcting arrival traffic volume) is generated at the link for each cycle. The traffic volume at the starting point of an arbitrary link corresponds to the number of vehicles discharged from the link (the number of discharged vehicles), and the traffic volume at the end point of an arbitrary link corresponds to the number of vehicles recovered at the link (the number of recovered vehicles). Further, the starting point traffic volume or the end point traffic volume generated for each cycle may be zero. That is, depending on the cycle, the starting traffic volume or the ending traffic volume, or both may not be generated. The evaluation conditions include, for example, traffic measures such as traffic regulation due to construction, accidents or disasters, new road construction, changes in traffic environment such as improvement of intersections, provision of traffic information, and adjustment of traffic signal control . Cycle arbitrary are periodically obtaining correction term (correction value) for approximating a traffic metrics current to the measured value, e.g., 10 seconds, 50 seconds, 1 minute, etc. 5 minutes, the contents of the traffic metric It can be set appropriately depending on the situation.

  The generated starting traffic volume or end traffic volume is recorded for each cycle. The starting point traffic volume or the end point traffic volume is recorded for each link. Then, after setting the evaluation conditions, the recorded starting point traffic volume is released by the link and the recorded end point traffic volume is collected by the link for each cycle. For example, if the starting point traffic volume or the end point traffic volume is generated as 9:00, 9:05, 9:10,... In a cycle of every 5 minutes from the time 9:00 before setting the evaluation condition, After setting the conditions, the starting traffic volume at the same time (cycle) generated before setting the evaluation conditions is released in the period, that is, 5:00, 9:05, 9:10,. Collect end point traffic volume and output traffic evaluation index. The traffic evaluation index is, for example, traffic jam length, travel time, traffic volume, queue length, and the like.

  After setting the evaluation conditions, the recorded starting traffic volume is released every same period, and the recorded end traffic volume is collected every same period. Because it is reflected in the traffic simulator by means, traffic conditions (traffic evaluation index) such as traffic volume, congestion length, travel time, carbon dioxide emissions at the time of reproduction of the current situation and assumed cases (cases where the current conditions and traffic conditions have changed) The traffic situation can be relatively compared, and the traffic evaluation index can be compared before and after setting the evaluation condition.

In the third invention, after the evaluation condition is set, when the end point traffic volume is collected at an arbitrary cycle at an arbitrary link, the end point traffic volume to be collected is compared with the traffic volume at the link. The traffic volume in the link is a traffic volume in the resulting the link simulated running of the model pseudo vehicle. If the end traffic volume to be collected is greater than the traffic volume on the link, the traffic volume on the link is recovered as the end traffic volume, and the difference traffic volume between the end traffic volume and the traffic volume on the link is the current cycle. Is added to the end point traffic volume of the next cycle. That is, the differential traffic is carried over to the next cycle. Thereby, it is possible to prevent a situation in which the correction term cannot be collected from the road on the simulation at the time of the assumed case calculation, that is, in the simulation after setting the evaluation conditions.

  In the fourth invention, after the evaluation condition is set, when the starting traffic volume is released at an arbitrary cycle at an arbitrary cycle, the starting traffic volume to be released is compared with the traffic volume that can be released to the link. When the starting traffic volume to be released is larger than the traffic volume that can be released to the link, the traffic volume that can be released is released as the starting traffic volume, and the difference traffic volume between the end traffic volume and the traffic volume that can be released to the link Is added to the starting traffic volume of the next cycle of the current cycle. That is, the differential traffic is carried over to the next cycle. As a result, it is possible to prevent a situation in which the correction term cannot be released to the road on the simulation when calculating the assumed case, that is, in the simulation after setting the evaluation conditions.

  In the fifth invention, the traffic volume that can be discharged from the link is calculated by the difference between the number of vehicles that can exist on the link and the number of vehicles that exist on the link. The number of vehicles that can exist on the link can be obtained, for example, by dividing the length of the link by the average vehicle interval (for example, 8 m). In addition, the number of vehicles existing on the link can be, for example, the number of vehicles stopped on the link in the cycle. Thereby, even if it is a link from which traffic conditions differ, a correction | amendment term can be discharge | released to the road on simulation according to the traffic condition of the said link.

The sixth invention, in the tenth aspect and the thirteenth invention, to obtain the signal information of the downstream side of the intersection of the link arbitrary every arbitrary cycle. The arbitrary period is a period (correction period) for obtaining a correction term (correction value) for bringing the current traffic evaluation index close to an actual measurement value. For example, traffic evaluation such as 10 seconds, 50 seconds, 1 minute, 5 minutes, etc. It can be set as appropriate according to the contents of the index.

Before setting an evaluation condition for evaluating the traffic state quantity including the queue length (traffic metrics), to estimate the queue length in a direction crossing the opposing straight vehicle at the intersection of those said periodic. The direction intersecting with the oncoming straight vehicle is, for example, a right turn direction in left-hand traffic as in Japan, and a left turn direction in right-hand traffic as in the United States. In the following description, it is assumed that the vehicle is on the left side as in Japan, and the direction intersecting with the oncoming vehicle is the right turn direction. Whether the signal for the link at the intersection (ie, the signal at the intersection for vehicles traveling on the link towards the intersection) is red in the current cycle and blue in the most recent cycle Determine whether or not. The current cycle is the current cycle (correction cycle) when the correction term is obtained, and the latest cycle is the correction cycle immediately before the current correction cycle. For example, when the correction cycle is 10 seconds, if the current cycle is the current time, the latest cycle is the time 10 seconds before the current time. The condition that the current cycle is red and the latest cycle is blue is a condition for determining the switching of the signal, and it is determined whether or not the blue signal (blue arrow) is switched to the red signal. Yes.

  The case where the condition is not satisfied is, for example, when the correction cycle is set to 10 seconds, the time point 10 seconds before the current time point and the current time point are both red signals, and when the red signal is switched to the blue signal, whichever This is also the case for a green light. If the condition is not satisfied, the number of vehicles corresponding to the length obtained by subtracting the predetermined length from the estimated queue length is collected from the link. The predetermined length is a length from the position of the intersection (stop viewing position) and corresponds to a position where the vehicle is collected. That is, the remaining vehicle obtained by subtracting the vehicle corresponding to the predetermined length from the vehicle waiting for the right turn is collected from the right turn lane in the simulation so that the straight lane is not blocked. By collecting the vehicle from the link, it is possible to prevent the straight lane from being blocked and to correctly reproduce the traffic evaluation index even when there is a road that is not subject to simulation. Also, before setting the evaluation conditions such as traffic environment, it is possible to reproduce the state where the signal control is appropriate in the simulation, and in the simulation after setting the evaluation conditions due to changes in the traffic environment, etc. Can be reproduced faithfully.

  Record the number of vehicles collected in each cycle. The number of collected vehicles is recorded for each link. Then, after setting the evaluation conditions, the recorded number of vehicles is collected by the link for each cycle. For example, if the vehicle is collected at a time interval of 10 seconds from 9:00 hours before setting the evaluation conditions, the evaluation conditions are set, that is, every time from 9:00 to 10 seconds before setting the evaluation conditions. The collected number of vehicles is collected at the same time (cycle) on the link, and a traffic evaluation index is output. The traffic evaluation index is, for example, traffic jam length, travel time, traffic volume, queue length, and the like. Depending on the period, there may be no vehicle to be collected before setting the evaluation conditions. In this case, the vehicle is not collected at the same cycle after setting the evaluation conditions.

  After setting the evaluation conditions, by collecting the recorded number of vehicles at the same period, the correction term stored at the correction period is reflected in the traffic simulator by the same means at the time of the current reproduction. Compare traffic conditions (traffic evaluation indicators) such as traffic volume, traffic jam length, travel time, and carbon dioxide emissions with traffic conditions in assumed cases (current and traffic conditions changed) The traffic evaluation index can be compared before and after setting the evaluation conditions.

In the seventh aspect of the present invention, to estimate the traffic metrics of a link arbitrary. The traffic evaluation index is, for example, traffic jam length, traffic volume, queue length, and the like.

Based on the measured traffic evaluation index at the link and the estimated traffic evaluation index, for example, the start point traffic volume (corrected starting traffic volume) or the end point traffic volume (corrected arrival traffic volume) is generated at the link every arbitrary period To do. The traffic volume at the starting point of an arbitrary link corresponds to the number of vehicles discharged from the link (the number of discharged vehicles), and the traffic volume at the end point of an arbitrary link corresponds to the number of vehicles recovered at the link (the number of recovered vehicles) . Also, the starting point traffic or end point traffic is generated for each cycle, it may be 0. That is, depending on the cycle, the starting traffic volume or the ending traffic volume, or both may not be generated. The arbitrary period is a period for obtaining a correction term (correction value) for bringing the current traffic evaluation index close to the actual measurement value. For example, the period is 10 seconds, 50 seconds, 1 minute, 5 minutes, or the like. It can be set accordingly.

  If there is a vehicle that could not be released to the link as the starting traffic in the most recent cycle, the vehicle is preferentially released to the link in the current cycle. That is, when the vehicle is released, the vehicle is collected from the link by the most recent (previous) correction cycle, and if there is a vehicle that has not been released again at the link downstream intersection in the current correction cycle, the vehicle is Preferentially release on the link. As a result, vehicles that have not been re-released can be quickly eliminated.

  According to the present invention, traffic evaluation indices can be compared before and after setting evaluation conditions.

It is a schematic diagram which shows the example of the vehicle behavior in the traffic simulator which is an example of the traffic evaluation apparatus which concerns on this Embodiment. It is a schematic diagram which shows an example of the starting / ending point information of a vehicle. It is explanatory drawing which shows an example of OD traffic volume. It is a schematic diagram which shows an example of the generated traffic volume and the extinction traffic volume based on a given OD traffic volume. It is a block diagram which shows the structural example of the traffic simulator as an example of the traffic evaluation apparatus which concerns on Embodiment 1. FIG. It is a schematic diagram which shows an example of correction | amendment of estimated traffic jam length. It is a schematic diagram which shows an example of the re-emission and re-recovery for not affecting the traffic condition of the downstream of a link. It is a schematic diagram which shows the example of calculation of the outflow number which flows out with a green light. 4 is a flowchart showing a processing procedure before setting an evaluation condition of the traffic simulator according to the first embodiment. 4 is a flowchart showing a processing procedure before setting an evaluation condition of the traffic simulator according to the first embodiment. 6 is a flowchart showing a processing procedure after setting the evaluation conditions of the traffic simulator according to the first embodiment. 6 is a flowchart showing a processing procedure after setting the evaluation conditions of the traffic simulator according to the first embodiment. It is a schematic diagram which shows the other example of the generated traffic volume and the extinction traffic volume based on a given OD traffic volume. It is a block diagram which shows the structural example of the traffic simulator which concerns on Embodiment 2. FIG. It is explanatory drawing which shows the relationship between a traffic condition and a correction | amendment term. It is a schematic diagram which shows an example of the actual measurement traffic congestion length actually measured with a link. It is a schematic diagram which shows an example of the route search by simulation. FIG. 10 is a schematic diagram illustrating an example of traffic volume correction by the traffic simulator according to the second embodiment. It is a schematic diagram which shows an example of the re-emission and re-recovery at the time of traffic volume correction | amendment for not affecting the traffic condition of the downstream of a link. It is a flowchart which shows the process sequence before evaluation condition setting of the traffic simulator of Embodiment 2. It is a flowchart which shows the process sequence before evaluation condition setting of the traffic simulator of Embodiment 2. It is a flowchart which shows the process sequence before evaluation condition setting of the traffic simulator of Embodiment 2. It is a flowchart which shows the process sequence before evaluation condition setting of the traffic simulator of Embodiment 2. It is a flowchart which shows the process sequence after the evaluation condition setting of the traffic simulator of Embodiment 2. It is a flowchart which shows the process sequence after the evaluation condition setting of the traffic simulator of Embodiment 2. It is a schematic diagram which shows an example of the generated traffic volume and the extinction traffic volume based on a given OD traffic volume. FIG. 10 is a block diagram illustrating a configuration example of a traffic simulator according to a third embodiment. It is a schematic diagram which shows obstruction | occlusion of the straight lane by concentration of the right turn vehicle. It is a schematic diagram which shows an example of the intersection vicinity provided with a right turn exclusive lane. It is a schematic diagram which shows an example of the dummy lane in the case of collect | recovering vehicles from a link. 10 is a flowchart illustrating a processing procedure when reproducing the current state of the traffic simulator according to the third embodiment. 12 is a flowchart illustrating a processing procedure after setting evaluation conditions of the traffic simulator according to the third embodiment. It is explanatory drawing which shows an example of the vehicle on a link. It is explanatory drawing which shows an example of the method of collect | recovering dummy vehicles preferentially. It is explanatory drawing which shows an example of the method of collect | recovering from the vehicle of the traffic jam end.

(Embodiment 1)
Hereinafter, a traffic evaluation apparatus according to the present invention, a computer program for realizing the traffic evaluation apparatus, and a traffic evaluation method using the traffic evaluation apparatus will be described with reference to the drawings. FIG. 1 is a schematic diagram showing an example of vehicle behavior in a traffic simulator which is an example of a traffic evaluation apparatus according to the present embodiment. The traffic simulator outputs a traffic evaluation index by simulated traveling of a plurality of simulated vehicles (hereinafter also referred to as vehicles). The traffic simulator has, as input data, for example, a traffic volume including start / end point information of vehicle travel (for example, OD traffic volume, O is Origin, D is Destination), vehicle travel speed, acceleration / deceleration characteristics, etc. Traffic information is treated as given. The OD traffic volume is the traffic volume between the starting point (starting point) and the ending point (destination point) of the vehicle. For example, the generated traffic volume and the extinguished traffic volume for each administrative unit such as a city or town. Including. As the OD traffic volume, survey statistical data obtained as a result of a statistical survey regularly conducted by the national or local government is used.

  The traffic simulator contains a movement model of the vehicle, that is, a calculation formula that simulates the behavior of the vehicle in advance, and by applying the above input data to the calculation formula, a plurality of vehicles are simulated and run. It outputs traffic evaluation indexes such as traffic congestion length and travel time in road networks such as single intersections, routes and urban areas. In this case, the road network is composed of a plurality of links (for example, a road connecting the intersection and the intersection having two directions, up and down) and a node (for example, an intersection) where the links intersect. The FIG. 1 illustrates three nodes and two links as a part of the road network.

  FIG. 2 is a schematic diagram showing an example of vehicle start / end information. When a traffic evaluation index is reproduced by a traffic simulator, in a relatively simple road network such as a single intersection or a route, the starting and ending point information of vehicle travel is set at both end points of the road. However, in a relatively complicated road network in which a plurality of routes such as urban areas intersect, in order to reproduce the traffic having the starting point (starting point) inside and outside the simulation area S and the traffic having the destination point (ending point), Information on starting point (starting point) and ending point (destination point) of driving is given to the vehicle.

  As shown in FIG. 2, the road network includes a plurality of nodes corresponding to intersections and roads connecting the intersections as links. In the example of FIG. 2, the simulation area S is set in part or all of the road network. Outside the simulation area S are start and end points A1, A2,... A12. Further, inside the simulation area S, there are start point / end points B1, B2, and B3. Note that the start point and end point are examples, and are not limited to the example of FIG. As shown in FIG. 2, as an example, an outside traffic having an origin A5 and an end point A6, an outside traffic having an origin A5 and an end point B1, an inside traffic having an origin B2 and an end point B3, There are domestic and foreign traffic with B2 and end point A8. Each vehicle is given a starting point and an ending point based on the OD traffic volume and the like, and the behavior of the vehicle such as a travel route from the starting point to the ending point can be obtained according to the vehicle movement model.

  FIG. 3 is an explanatory diagram showing an example of the OD traffic volume. In the example of FIG. 3, the traffic volume in the case of the starting point / end points A1, A5, A6, A10, and A12 in FIG. 2 is given. In addition, the example of a starting point end point is an example, and is not limited to this. In the example of FIG. 3, for example, it is shown that there are 40 traffic volumes with a start point A1 and an end point A5 within a predetermined time. In addition, it shows that there are 150 traffic volumes starting from A10 and ending at A5. Others are the same. Note that the number of vehicles shown in FIG. 3 is merely schematically illustrated, and the values are illustrative and are not limited.

  FIG. 4 is a schematic diagram showing an example of generated traffic volume and extinct traffic volume based on a given OD traffic volume. In the example of FIG. 4, two links 1 and 2 are illustrated. The traffic simulator calculates the generated traffic volume and the disappeared traffic volume at each link in the simulation area S based on a given OD traffic volume. As shown in FIG. 4, the generated traffic volume exists upstream of the link 1 and the extinct traffic volume exists downstream of the link 1. Note that traffic may be generated or disappeared in the middle of the link 1. Similarly, there is a generated traffic volume upstream of the link 2 and an extinct traffic volume downstream of the link 1. In addition, in the point (intersection) where link 1 and link 2 cross, inflow traffic and outflow traffic from other links (not shown) exist.

  Then, the estimated traffic jam length as a traffic evaluation index is calculated (estimated) using the generated traffic volume and the disappeared traffic volume calculated at each link. The traffic simulator (traffic evaluation device) according to the present embodiment improves the reproducibility of the traffic evaluation index by correcting the difference (estimation error) between the estimated traffic jam length and the actual traffic jam length for each link. . Hereinafter, the traffic simulator of this embodiment will be described. The traffic evaluation index is not limited to the traffic jam length, and may be travel time, traffic volume, queue length, or the like.

  FIG. 5 is a block diagram illustrating a configuration example of the traffic simulator 10 as an example of the traffic evaluation device according to the first embodiment. The traffic simulator 10 includes a simulator engine unit 11 that performs calculation based on a calculation formula representing a vehicle movement model, a traffic volume calculation unit 12 that calculates generated traffic volume and extinct traffic volume based on a given OD traffic volume, traffic The estimated traffic jam length calculation unit 13 that calculates (estimates) the estimated traffic jam length at each link based on the traffic volume calculated by the traffic volume calculation unit 12, the estimated traffic jam length calculated by the estimated traffic jam length calculation unit 13, and the actual traffic jam length To adjust the estimated traffic jam length based on the difference (estimation error) and the start point / end point generation unit 14 that generates the start point traffic volume and the end point traffic volume, and the corrected number of vehicles to calculate the corrected number of vehicles based on the above estimation error The calculation unit 15, the outflow number calculation unit 16 that calculates the number of outflows flowing out during the green light at the intersection downstream of the link, the end point traffic generated by the start point / end point generation unit 14, Generation / disappearance unit 17 that generates or extinguishes traffic volume downstream, storage unit 18 that stores predetermined information, and evaluation condition setting that sets an evaluation condition for simulating a required traffic situation and evaluating a traffic state quantity 19 includes a releasable traffic volume calculation unit 20 that calculates the releasable traffic volume that is the number of vehicles that can be discharged to the link, an identification code giving unit 21 that gives an identification code to the vehicle that is discharged to the link as the starting traffic volume, and the like. .

  As the input data, for example, data such as vehicle travel speed, acceleration / deceleration characteristics, vehicle travel start and end point information, traffic volume, and actual traffic jam length are given to the traffic simulator 10. Although not illustrated in FIG. 5, signal control information of signal lamps at each intersection where links intersect is also provided to the traffic simulator 10 as input data.

  The traffic simulator 10 outputs the traffic congestion index (estimated traffic jam length) of each link, the travel time of the vehicle, the traffic volume, the number of queues (queue length), etc., using the input data. The traffic evaluation index is displayed on a map representing the road network. The traffic evaluation index may include an emission amount of environmental pollutants (such as carbon dioxide) (for example, environmental index). When the traffic jam length can be obtained with good reproducibility, the travel time and the amount of environmental pollutants discharged are also proportional to the traffic jam length, so that it can be obtained with good reproducibility.

  The traffic volume calculation unit 12 uses the OD traffic volume (traffic volume including start / end point information of vehicle travel) to generate the generated traffic volume at an arbitrary link between the start point and the end point and to disappear at an arbitrary link. Calculate traffic volume.

  The estimated traffic jam length calculation unit 13 calculates (estimates) the estimated traffic jam length of the vehicle at an arbitrary link based on the traffic volume calculated by the traffic volume calculation unit 12. When obtaining the estimated traffic jam length, parameters such as the traveling speed of the vehicle, acceleration / deceleration characteristics, signal display at intersections at both ends of the link, and link length are stored in the storage unit 18 and the parameters are used. Can do.

  The starting point / end point generation unit 14 adjusts a traffic evaluation index such as an estimated traffic jam length (that is, as a correction term), and generates and disappears traffic (dummy) on an arbitrary link calculated by the traffic calculation unit 12. Apart from the vehicle (which corresponds to a vehicle that is not a vehicle), a starting traffic volume or an end traffic volume (a mixture of dummy vehicles and non-dummy vehicles) is generated by the link. More specifically, the estimation error that is the difference between the measured traffic jam length of the vehicle at the link and the estimated traffic jam length calculated by the estimated traffic jam length calculation unit 13 is zero or minimized (the estimation error is a link eigenvalue described later). The starting point traffic volume or the end point traffic volume is generated so as to substantially match. By generating the starting traffic volume or the ending traffic volume, the estimated traffic jam length can be corrected to match the actual traffic jam length, that is, the reproducibility of the traffic evaluation index can be improved. In the present embodiment, the dummy vehicle is a vehicle for convenience of discharge or collection in order to match the actual measurement with the estimation of the traffic simulator 10.

FIG. 6 is a schematic diagram illustrating an example of correcting the estimated traffic jam length. As shown in FIG. 6, the traffic simulator 10 of the present embodiment is a dummy vehicle as a starting traffic volume (traffic volume starting point) every time a predetermined correction cycle (for example, 5 minutes) elapses in link units. Alternatively , the estimated traffic jam length is estimated to match the actual traffic jam length by releasing a vehicle that is not a dummy vehicle (regular vehicle) or collecting a dummy vehicle or a regular vehicle as the end point traffic volume (traffic volume end point). Correct the traffic jam length.

  In the example of FIG. 6, since the actual traffic jam length is longer than the estimated traffic jam length at link 1, the number of vehicles (corrected vehicle number) corresponding to the difference (estimated error) between the actual traffic jam length and the estimated traffic jam length is released through link 1. . In other words, in addition to the regular vehicle, a dummy vehicle is run to lengthen the traffic jam length.

  Further, since the actual traffic jam length is shorter than the estimated traffic jam length at link 2, the number of vehicles (corrected vehicles) corresponding to the difference (estimated error) between the actual traffic jam length and the estimated traffic jam length is collected at link 2. In other words, the length of the traffic jam is shortened by running a part of the regular vehicle on a path outside the simulation target. A method for calculating the corrected number will be described later.

  As described above, in order to adjust the traffic evaluation index (for example, traffic jam length, travel time), the starting traffic volume or the end traffic volume is generated on the link separately from the traffic volume calculated on the arbitrary link. In other words, separately from the generated or extinguished traffic volume at any link obtained from the OD traffic volume obtained as the actual measurement value, the starting traffic volume or the ending traffic volume is generated for each link unit. Can improve the reproducibility of traffic evaluation indicators such as traffic jam length. In addition, since the reproducibility at each link can be improved, the reproducibility of the entire road network can also be improved.

  Also, based on the calculated generated traffic volume and extinguished traffic volume, the estimated traffic jam length of the vehicle at any link is estimated, and based on the measured traffic jam length and estimated traffic jam length of the vehicle at the link, Generate traffic volume or end traffic volume. As a result, starting point traffic volume or end point traffic volume is generated so that the actual value and estimated value of the traffic evaluation index are matched with each link unit, so the reproducibility of traffic evaluation index such as traffic jam length is improved at each link. Can do.

  Specifically, when the actual traffic jam length is longer than the estimated traffic jam length, the starting traffic volume of the number of vehicles according to the difference (estimation error) between the actual traffic jam length and the estimated traffic jam length is generated. This ensures reproducibility of the estimated traffic jam length even when the traffic jam length determined by the calculated traffic volume is shorter than the actual measurement value, and the same processing is performed at each link of the road network. Thus, the reproducibility of the traffic evaluation index not only for each link of the road network but also for the entire road network can be improved.

  Further, when the actual traffic jam length is shorter than the estimated traffic jam length, the end traffic volume of the number of vehicles according to the difference (estimation error) between the estimated traffic jam length and the actual traffic jam length is generated. This ensures reproducibility of the estimated traffic jam length even when the traffic jam length obtained from the calculated traffic volume is longer than the measured value, and the same processing is performed at each link of the road network. Thus, the reproducibility of the traffic evaluation index not only for each link of the road network but also for the entire road network can be improved.

  When the starting and ending point generation unit 14 generates the starting point traffic volume at an arbitrary link, the generation and extinguishing unit 17 causes the equivalent traffic volume to disappear (recollection) on the downstream side of the link. When starting traffic is generated at an arbitrary link, that is, when a vehicle is released from the release point, the traffic at the link increases, so the inflow traffic to the downstream increases and the estimated congestion at the downstream link There is a possibility of causing a difference between the length and the actual traffic jam length. When starting point traffic volume is generated at an arbitrary link, the effect caused by generating starting point traffic volume at an arbitrary link is eliminated by eliminating (recollecting) the same traffic volume on the downstream side of the link. Can be prevented from being applied to the downstream side.

  In addition, when the start / end point generation unit 14 generates the end point traffic volume at an arbitrary link, the generation / annihilation unit 17 generates (re-releases) the same traffic volume on the downstream side of the link. When the end point traffic volume is generated at any link, that is, when the vehicle is recovered at the recovery point, the traffic volume at the link decreases, so the downstream traffic volume decreases and the estimated congestion at the downstream link There is a possibility of causing a difference between the length and the actual traffic jam length. When the end point traffic volume is generated at an arbitrary link, the effect that occurs when the end point traffic volume is generated at an arbitrary link is generated (re-released) on the downstream side of the link. Can be prevented from being applied to the downstream side. In addition, when the end point traffic volume is generated at any link (when the vehicle is recovered), when the equivalent traffic volume is generated (re-released) on the downstream side of the link, the end point of the vehicle recovered at the time of recovery (originally Can be stored, and the end point stored in each vehicle can be given at the time of re-release. Note that the end point may be given by other methods.

  FIG. 7 is a schematic diagram showing an example of re-release and re-recovery so as not to affect the traffic situation on the downstream side of the link. In the traffic simulator 10, when the estimated traffic jam length or the like is corrected in order to match the traffic evaluation index such as the traffic jam length or travel time with the actual measurement value, the influence on the downstream link is directly affected. And travel time changes. For example, in order to match the estimated congestion length with the actual traffic congestion length at the upstream link, when the vehicle is released as the starting traffic volume, the outflow traffic volume from the link increases, so the downstream inflow traffic volume increases, which It may cause a difference in the estimated congestion length of the link.

  Therefore, in the present embodiment, as shown in FIG. 7, the vehicle released to the link is downstream of the link so that the correction factor (generation of the start point traffic volume or end point traffic volume) at each link is not transmitted to the downstream link. The vehicle recovered on the link is re-recovered at the intersection exit downstream of the link. As a result, the influence of the correction is not exerted on the downstream link.

  The evaluation condition setting unit 19 has a function as an evaluation condition setting means for setting an evaluation condition for evaluating the traffic state quantity. The evaluation conditions include, for example, traffic measures such as traffic regulation due to construction, accidents or disasters, new road construction, changes in traffic environment such as improvement of intersections, provision of traffic information, and adjustment of traffic signal control.

  The releasable traffic volume calculation unit 20 has a function as a releasable traffic volume calculation means for calculating the releasable traffic volume of the link, and calculates the number of vehicles that can exist on the link and the number of vehicles that exist on the link. Calculate by difference. The number of vehicles that can exist on the link can be obtained, for example, by dividing the length of the link by the average vehicle interval (for example, 8 m). In addition, the number of vehicles existing on the link can be, for example, the number of vehicles stopped on the link in the cycle.

  In the example of FIG. 5 described above, the generation / annihilation unit 17 is not an essential configuration. That is, the re-collection and re-release of the traffic volume (vehicle) is not essential and can be omitted. When the re-collection and re-release are omitted, the influence on the downstream link due to the corrected number of discharged or recovered can be left to the correction process in the downstream link.

  When starting traffic is generated at an arbitrary link (when the vehicle is released to the link), if the traffic (vehicle) is not collected again at the downstream intersection exit of the link, the following method should be used. Can do.

  That is, when a vehicle is released to the link as the starting point traffic, the end point information is assigned to the vehicle to be released according to the ratio of the end point information of one or more vehicles existing on the link. If the ratio of the end point information of the vehicle existing (running) on the link is, for example, the number of the end point information D1 is X1, the end point information D2 is X2, the end point information Dn is the Xn number of vehicles. The end point information D1 is assigned to Y × X1 / (X1 + X2 +... + Xn) vehicles among the vehicles (Y vehicles) discharged to the link. Similarly, the end point information D2 is assigned to Y × X2 / (X1 + X2 +... + Xn) vehicles among the vehicles to be released (Y vehicles). The same applies hereinafter. Even when the starting traffic volume is generated at any link, it is possible to prevent a situation where the vehicle of any link protrudes and increases or decreases, and it is caused by generating the starting traffic volume at an arbitrary link. It is possible to prevent an influence on the downstream side of the link.

  In addition, when calculating | requiring the ratio of the end point information of the vehicle which exists (runs) in the said link, you may use the end point information of the vehicle which exists in the said link at the time of releasing a vehicle to a link, or discharge | releases a vehicle to a link. You may use the end point information of the vehicle which exists in the said link during the predetermined time (for example, 5 minutes etc.) nearest from the time.

  Next, a method for calculating the corrected number will be described. The corrected number calculation unit 15 adds the vehicle density in the traffic jam to the absolute value of the difference (estimated error) between the measured traffic jam length and the estimated traffic jam length, and adds or subtracts the eigenvalue of the link to the cumulative value to correct the vehicle. Calculate the number. For example, when the estimation error is positive, i.e., when the actual traffic jam length is longer than the estimated traffic jam length, the link eigenvalue is subtracted from the integrated value, and when the estimation error is negative, that is, the actual traffic jam length is the estimated traffic jam length. If shorter, the link eigenvalue is added to the integrated value.

  By multiplying the absolute value of the difference between the estimated traffic jam length and the actual traffic jam length by the vehicle density in the traffic jam, the number of vehicles corresponding to the estimation error that is the difference between the estimated traffic jam length and the actual traffic jam length can be obtained. . The eigenvalue of the link is, for example, the number of vehicles corresponding to the allowable range on the link (road). The allowable range is, for example, a vehicle sensor installation density (for example, if the vehicle sensor installation interval is 250 m, the allowable range is 250 m). In this case, the eigenvalue of the link is the vehicle sensor installation density. It can be a value obtained by multiplying the running density of the vehicle. In other words, the eigenvalue of the link is the number of vehicles corresponding to the range in which the vehicle can be detected by the link. The eigenvalue may be zero. The corrected number of vehicles is discharged at the starting point as the starting traffic volume, or the corrected number of vehicles is collected at the ending point as the ending traffic volume. Thereby, the number of vehicles corresponding to the estimation error, which is the difference between the estimated traffic jam length and the actual traffic jam length, can be released or collected at each link.

  When the vehicle is released from the starting point as the starting point traffic, or when the vehicle is collected at the ending point as the end point traffic, the point to be released and recovered is the most upstream point of the link, the end point of the traffic jam, or any point on the link. can do.

  For example, when the number of vehicles to be corrected is set to 10 (1), the number of vehicles to be corrected is 10 at the end of the correction cycle (for example, 5 minutes). A method of performing 10 units uniformly at equal intervals (for example, every 30 seconds) during a correction period (for example, 5 minutes), (3) Synchronizing with the signal display downstream of the link (for example, red signal time zone) ) There are ways to do it. As for the method of discharging the vehicle, there is (4) a method that is performed when there is an interval between vehicles traveling so as not to disturb the behavior of the vehicle traveling on the link, for example, 4 seconds or more.

  Depending on the configuration of the traffic simulator 10, it is possible to reliably match the estimated traffic jam length with the actual traffic jam length by adopting the method (1) described above.

  Further, depending on the configuration of the traffic simulator 10, if the method (3) described above is adopted, that is, when a corrected number of vehicles are discharged, the signal is displayed at the downstream intersection of the link including the vehicle discharge point. By releasing the vehicle, it is possible to prevent the situation where the corrected number of vehicles do not remain as a traffic jam on the link, and to reliably match the estimated traffic jam length with the actual traffic jam length.

  In addition, depending on the configuration of the traffic simulator 10, when the vehicles (2) and (4) described above are used and the vehicle is released at an arbitrary link, the vehicle starts flowing out at a green traffic light at the downstream intersection of the link, and the corrected number of vehicles is congested. In some cases, the estimated traffic jam length cannot be matched with the actual traffic jam length. Hereinafter, a method of calculating the number of outflows with a green light and adding the number of outflows to the number of discharges in advance will be described.

  When discharging the corrected number of vehicles, the outflow number calculating unit 16 calculates the number of outflows flowing out with a green signal at the downstream intersection of the link including the vehicle discharge point. More specifically, the outflow number calculation unit 16 calculates the green traffic time at the downstream intersection of the link during the correction period (for example, 5 minutes) that is the generation period of the start point traffic volume or the end point traffic volume, and the traffic flow rate (for example, The number of outflows is calculated based on the integrated value with the saturated traffic flow rate) and the number of vehicles to be released. For example, when the integrated value is larger than the number of discharged vehicles, the difference between the integrated value and the number of discharged devices is calculated as the number of outflows.

  FIG. 8 is a schematic diagram showing a calculation example of the number of outflows flowing out with a green light. When the estimation error, which is the difference between the actual traffic jam length and the estimated traffic jam length, is positive (that is, when the vehicle is released as the starting traffic volume), the integrated value of the blue time and the saturated traffic flow rate during the correction period Is larger than the number of discharges, the number of outflows in the green signal is calculated by (the integrated value of the blue time and the saturated traffic flow rate during the correction period−the number of discharges). Here, the number of discharged vehicles is the number of vehicles released from the link between the timing of the previous correction cycle and the timing of the current correction cycle.

  When the integrated value of the green time and the saturated traffic flow rate during the correction period is smaller than the number released, the number of spills in the green light is set to zero. Further, when the estimation error is negative (that is, when the vehicle is collected as the end point traffic volume), the number of outflows in the green light is set to zero.

  By adding the number of spills that flowed out by the green light to the number of discharged products, the discharged vehicles flowed out at the green light at the downstream intersection of the link, and some or all of the corrected number of vehicles flowed out to the intersection at the green light and entered the link. Even if a situation occurs in which the estimated traffic jam length does not match the actual traffic jam length because it does not stay as a traffic jam, the estimated traffic jam length is reliably determined regardless of the vehicle release method, because the number of outflows is added to the corrected vehicle count. Can be adjusted to the actual measured traffic jam length. In addition, when the integrated value is larger than the number of discharges, the difference between the integrated value and the number of discharges is calculated as the number of outflows, so that the number of outflows from the intersection during the green light period can be added to the correction number in advance. .

  When the starting point / end point generating unit 14 releases a vehicle (dummy vehicle) to the link as the starting point traffic volume, the identifying code adding unit 21 adds an identifying code for identifying the vehicle. When the vehicle (dummy vehicle) is collected as the end point traffic on the downstream side of the link, the generation / annihilation unit 17 preferentially collects the vehicle assigned the identification code. When a vehicle is released as an origin traffic volume at an arbitrary link, when the vehicle is collected on the downstream side of the link (including the link and a link different from the link), the vehicle to which the released identification code is assigned By preferentially collecting, it is possible to prevent the downstream side of the link from being affected by the generation of the starting traffic volume at an arbitrary link.

  As described above, when the starting point / end point generating unit 14 generates the starting point traffic volume at an arbitrary link as described above, the generation / disappearing unit 17 does not delete (recover) the same traffic volume on the downstream side of the link. The traffic volume may be extinguished (recollected) as shown in FIG. That is, as will be described later, when a part of the starting traffic volume is a vehicle that is not a dummy vehicle (a vehicle waiting on a dummy link), that is, the starting traffic volume is a dummy vehicle and a vehicle that is not a dummy vehicle. Is mixed, the traffic volume equivalent to the starting traffic volume is not lost on the downstream side of the link, but only the traffic volume corresponding to the dummy vehicle in the starting traffic volume is lost. In addition, as for the provision of the identification code, when the dummy traffic and the non-dummy vehicle are released in a mixed state as the starting traffic, the identification traffic is not assigned to all the starting traffic, but the starting traffic An identification code can be given to a “dummy vehicle” obtained by subtracting a non-dummy vehicle from the vehicle.

  As described above, when the start point / end point generation unit 14 generates the end point traffic volume at an arbitrary link, the generation / disappearance unit 17 generates the next traffic volume on the downstream side of the link instead of generating (re-releasing) the next traffic volume. Traffic volume may be generated (re-released) as follows. The generation / disappearance unit 17 has a function as a prohibiting unit for prohibiting re-release of the dummy vehicle when the vehicle (dummy vehicle) to which the identification code is given is preferentially collected. That is, when a dummy vehicle is collected with priority, the collected dummy vehicle is left extinguished. Since the dummy vehicle is a vehicle that is collected for the purpose of matching the actual measurement with the estimation by the simulator, there is no problem even if the vehicle is recovered and disappears as it is, and unnecessary processing can be omitted. Note that it is not always necessary to assign the identification code of the dummy vehicle, and even if the identification code is not given, if the dummy vehicle is collected, re-release of the dummy vehicle can be prohibited. Further, when a vehicle that is not a dummy vehicle is collected, an equivalent traffic volume is generated on the downstream side without prohibiting re-release. This is because, if a vehicle that is not a dummy vehicle is collected and disappears as it is, the amount of traffic that reaches the original destination may decrease and may not match the actual vehicle.

  Next, operation | movement of the traffic simulator 10 of this Embodiment is demonstrated. FIG. 9 and FIG. 10 are flowcharts showing a processing procedure before setting the evaluation conditions of the traffic simulator 10 of the first embodiment. The processing illustrated in FIG. 9 and FIG. 10 is for improving the reproducibility of the current state before setting the evaluation condition for evaluating the traffic state quantity including the congestion length.

  The traffic simulator 10 determines whether or not a correction cycle (for example, 5 minutes) has elapsed (S11). If the correction cycle has passed (YES in step S11), that is, 5 minutes have passed since the previous correction timing. In this case, an estimated traffic jam length is calculated (S12), and an estimation error (difference between the actual traffic jam length and the estimated traffic jam length) is calculated (estimated) (S13).

  The traffic simulator 10 determines whether or not the estimation error is greater than zero (S14). If the estimation error is greater than zero (YES in S14), whether or not (estimation error−link eigenvalue) is greater than zero. Determine (S15).

  The eigenvalue of the link can be obtained, for example, by multiplying the allowable range depending on the installation density of the vehicle detectors installed on the link (road) and the vehicle density. When the installation density of the vehicle detector is 250 m, the allowable range can be set to 250 m. Within the installation density of the vehicle detector (for example, 250 m), even if the vehicle is jammed and stopped, it may not be possible to actually measure, and when the vehicle stops exceeding the installation density of the vehicle detector Since it is possible to measure traffic congestion, the link eigenvalue is subtracted from the estimation error.

  If (estimated error-link eigenvalue) is greater than zero (YES in S15), the traffic simulator 10 calculates the corrected number of vehicles (S16), and links the calculated corrected number of vehicles (dummy vehicles) as the starting traffic volume to the link. Release (S17).

  The traffic simulator 10 records the corrected number and the correction cycle (S18). For example, when the correction cycle (time) is 9:10 and the correction number (release number) of a certain link 1 is 10, the discharge number of link 1 at time 9:10 is 10 units. Record.

  The traffic simulator 10 recollects the vehicle released to the link at the link downstream intersection (S19). The traffic simulator 10 generates a vehicle from the starting point (departure point), collects the vehicle at the end point (destination point) (S20), advances the signal lamp color of the signal lamp, for example, by 0.1 second, and follows the vehicle movement model. The vehicle is caused to travel (S21), and the simulation cycle (for example, 0.1 second) is terminated.

  If (estimated error-link eigenvalue) is not greater than zero (NO in S15), the traffic simulator 10 performs the processing from step S19 on without performing correction. If the correction cycle has not elapsed (NO in step S11), the traffic simulator 10 performs the processing from step S19 onwards without performing correction.

  If the estimation error is not greater than zero (NO in S14), the traffic simulator 10 determines whether the estimation error is smaller than zero (S22). If the estimation error is smaller than zero (YES in S22), (estimation) It is determined whether or not (error + link eigenvalue) is smaller than zero (S23).

  When (estimated error + link eigenvalue) is smaller than zero (YES in S23), the traffic simulator 10 calculates the corrected number of vehicles (S24), and links the calculated corrected number of vehicles (regular vehicles) as the end point traffic volume. (S25).

  The traffic simulator 10 records the corrected number of vehicles and the correction cycle (S26). For example, when the correction cycle (time) is 9:10 and the corrected number (collected number) of a certain link 1 is 10, the collected number of link 1 at time 9:10 is 10 Record.

  The traffic simulator 10 re-releases the vehicle collected from the link at the link downstream intersection (S27), and continues the processing after step S20. When the estimation error is not smaller than zero (NO in S22), the traffic simulator 10 determines that the estimation error is zero, and performs the processes after step S27 without performing correction. If (estimation error + link eigenvalue) is not smaller than zero (NO in S23), the traffic simulator 10 performs the processing from step S20 onwards without performing correction.

  The processing illustrated in FIGS. 9 and 10 is repeatedly performed every time a simulation cycle (for example, 0.1 second) elapses. Further, it can be omitted without performing the processing of steps S19 and S27. In this case, adjustment is performed by correction for discharging or collecting the vehicle at the downstream link of the link. Although the correction at the link affects the downstream link, the correction process is also performed at the downstream link, so that the difference between the estimated traffic jam length and the actual traffic jam length can be reduced.

  In the evaluation using the traffic simulator 10, a relative comparison between the current traffic evaluation index and the traffic evaluation index after setting the evaluation conditions is generally performed, but the collection obtained by the processing procedure illustrated in FIGS. The correction value and the discharge correction value can be used as the recovery correction value and the discharge correction value in the evaluation after setting the evaluation conditions.

  That is, before the evaluation condition setting unit 19 sets the evaluation condition for evaluating the traffic state quantity including the traffic jam length, the starting point / end point generation unit 14 determines the actual traffic jam length of the vehicle at the link and the estimated traffic jam length estimated. Based on the above, the starting point traffic volume or the end point traffic volume is generated at the link for every arbitrary period. The traffic volume at the starting point of an arbitrary link corresponds to the number of vehicles discharged from the link (the number of discharged vehicles), and the traffic volume at the end point of an arbitrary link corresponds to the number of vehicles recovered at the link (the number of recovered vehicles). The arbitrary period is a period for obtaining a correction term (correction value) for bringing the current traffic evaluation index close to the actual measurement value. For example, the period is 10 seconds, 50 seconds, 1 minute, 5 minutes, or the like. It can be set accordingly.

  The start point / end point generation unit 14 records the generated start point traffic volume or end point traffic volume in the storage unit 18 for each period. The starting point traffic volume or the end point traffic volume is recorded for each link. Then, after setting the evaluation condition by the evaluation condition setting unit 19, the starting point / end point generating unit 14 releases the recorded starting point traffic volume at the link and collects the recorded end point traffic amount at the link. . For example, if the starting point traffic volume or the end point traffic volume is generated as 9:00, 9:05, 9:10,... In a cycle of every 5 minutes from the time 9:00 before setting the evaluation condition, After setting the conditions, the starting traffic volume at the same time (cycle) generated before setting the evaluation conditions is released at the corresponding period, that is, 9:00, 9:05, 9:10,. The end point traffic volume at the same time (cycle) generated before setting the conditions is collected and a traffic evaluation index is output. The traffic evaluation index is, for example, traffic jam length, travel time, traffic volume, queue length, and the like.

  After setting the evaluation conditions, the recorded starting point traffic volume is released on the same link at the same cycle, and the recorded end point traffic volume is collected on the same link, so that the correction term stored for each correction cycle at the time of the current reproduction. Is reflected in the traffic simulator by the same means, so traffic conditions (traffic evaluation index) such as traffic volume, congestion length, travel time, carbon dioxide emissions at the time of the current reproduction, and assumed cases (the case where the current conditions and traffic conditions have changed) ) And a traffic evaluation index can be compared before and after setting the evaluation conditions.

  The starting point / end point generation unit 14 has a function as a comparison unit, and after setting the evaluation condition by the evaluation condition setting unit 19, when the end point traffic is collected at an arbitrary cycle at an arbitrary cycle, the collected end point Compare traffic volume with traffic on the link. The traffic volume on the link is a traffic volume based on the generated traffic volume or the disappeared traffic volume on the link obtained from the OD traffic volume obtained as an actual measurement value separately from the end point traffic volume. If the end traffic volume to be collected is greater than the traffic volume on the link, the traffic volume on the link is recovered as the end traffic volume, and the difference traffic volume between the end traffic volume and the traffic volume on the link is the current cycle. Is added to the end point traffic volume of the next cycle. That is, the differential traffic is carried over to the next cycle. Thereby, it is possible to prevent a situation in which the correction term cannot be collected from the road on the simulation at the time of the assumed case calculation, that is, in the simulation after setting the evaluation conditions.

In addition, after setting the evaluation condition by the evaluation condition setting unit 19, the starting point / ending point generation unit 14 can discharge the starting point traffic volume and the link when releasing the starting point traffic volume at an arbitrary link. Compare traffic volume. When the starting traffic volume to be released is larger than the traffic volume that can be released to the link, the traffic volume that can be released is released as the starting traffic volume, and the difference between the released starting traffic volume and the traffic volume that can be released to the link The traffic volume is added to the starting traffic volume of the next cycle after the current cycle. That is, the differential traffic is carried over to the next cycle. As a result, it is possible to prevent a situation in which the correction term cannot be released to the road on the simulation when calculating the assumed case, that is, in the simulation after setting the evaluation conditions.

  The dischargeable traffic volume calculation unit 20 calculates the traffic volume that can be discharged from the link based on the difference between the number of vehicles that can exist on the link and the number of vehicles that exist on the link. The number of vehicles that can exist on the link can be obtained, for example, by dividing the length of the link by the average vehicle interval (for example, 8 m). In addition, the number of vehicles existing on the link can be, for example, the number of vehicles stopped on the link in the cycle. Thereby, even if it is a link from which traffic conditions differ, a correction | amendment term can be discharge | released to the road on simulation according to the traffic condition of the said link.

  11 and 12 are flowcharts showing the processing procedure after setting the evaluation conditions of the traffic simulator 10 of the first embodiment. The process illustrated in FIGS. 11 and 12 shows a process after setting an evaluation condition for evaluating a traffic state quantity including a congestion length.

  The traffic simulator 10 sets evaluation conditions (S41), determines whether or not a correction cycle (for example, 5 minutes) has elapsed (S42), and if the correction cycle has passed (YES in step S42), that is, When 5 minutes have elapsed from the previous correction timing, the number of corrected units before the evaluation condition setting in the same cycle as the current cycle is acquired (S43).

  The traffic simulator 10 determines whether the corrected number is the released number or the collected number (S44). If the corrected number is the released number (released in S44), whether or not the corrected number is larger than the dischargeable number on the link. Is determined (S45).

  If the corrected number is larger than the releasable number on the link (YES in S45), the traffic simulator 10 releases the releasable number of vehicles to the link (S46), and calculates the difference between the corrected number and the releasable number as follows. The number is added to the number of corrected cycles (S47).

  The traffic simulator 10 re-collects the vehicle released to the link at the link downstream intersection (S49). The traffic simulator 10 generates a vehicle from the start point (departure point), collects the vehicle at the end point (destination point) (S50), advances the signal light color of the signal light device by, for example, 0.1 second, and follows the vehicle movement model. The vehicle is caused to travel (S51), and the simulation cycle (for example, 0.1 second) is terminated.

  When the corrected number is not larger than the number of dischargeable units on the link (NO in S45), the traffic simulator 10 discharges the corrected number of vehicles to the link (S48), and performs the processing from step S49. If the correction period has not elapsed (NO in step S42), the traffic simulator 10 performs the processing from step S49 onwards without performing correction.

  When the corrected number is the recovered number (collected in S44), the traffic simulator 10 determines whether or not the corrected number is larger than the existing number on the link (S52). When the corrected number is larger than the existing number on the link (YES in S52), the traffic simulator 10 collects the number of vehicles existing on the link from the link (S53), and the difference between the corrected number and the existing number on the link. The number is added to the corrected number of the next cycle (S54).

  The traffic simulator 10 re-releases the vehicle collected from the link at the link downstream intersection (S56), and performs the processing after step S50. If the corrected number is not larger than the existing number on the link (NO in S52), the traffic simulator 10 collects the corrected number of vehicles from the link (S55), and continues the processing from step S56.

  The process illustrated in FIGS. 11 and 12 is repeatedly performed every time a simulation period (for example, 0.1 second) elapses. Further, the steps S49 and S56 can be omitted without performing the processing. In this case, adjustment is performed by correction for discharging or collecting the vehicle at the downstream link of the link. Although the correction at the link affects the downstream link, the correction process is also performed at the downstream link, so that the difference between the estimated traffic jam length and the actual traffic jam length can be reduced.

  Further, when step S19 is omitted in FIG. 9, step S49 of FIG. 11 is omitted, and when step S27 is omitted in FIG. 10, step S56 of FIG. 12 is omitted.

  The traffic simulator 10 described above can also be realized using a general-purpose computer including a CPU, a RAM, and the like. That is, as shown in FIGS. 9 to 12, a program code defining each processing procedure is loaded into a RAM provided in the computer, and the program code is executed by the CPU, thereby realizing the traffic simulator 10 on the computer. be able to.

  In the above-described embodiment, when a vehicle is released to the link as the starting traffic volume, an identification code for identifying the vehicle can be given. Then, when the vehicle is collected as the end point traffic volume on the downstream side of the link by the generation / annihilation unit 17, the vehicle assigned with the identification code is preferentially collected. When a vehicle is released as an origin traffic volume at an arbitrary link, when the vehicle is collected on the downstream side of the link (including the link and a link different from the link), the vehicle to which the released identification code is assigned By preferentially collecting, it is possible to prevent the downstream side of the link from being affected by the generation of the starting traffic volume at an arbitrary link.

  As described above, the traffic simulator 10 of the present embodiment can improve the reproducibility of the traffic evaluation index not only for an arbitrary link (road) of the target road network but also for the entire road network. In addition, since the reproducibility of the traffic evaluation index is increased, the traffic evaluation index after setting the evaluation conditions can be correctly evaluated.

  In addition, after setting the evaluation conditions, for each same period, the starting traffic recorded before setting the evaluation conditions is released on the same link, and the end traffic recorded before setting the evaluation conditions is collected on the same link, Since the correction term memorized for each correction cycle at the time of the current status reproduction is reflected in the traffic simulator by the same means, traffic conditions (traffic evaluation index) such as traffic volume, congestion length, travel time, carbon dioxide emissions at the time of current status reproduction The traffic situation in the assumed case (the case where the current condition and the traffic condition have changed) can be compared relatively, and the traffic evaluation index can be compared before and after setting the evaluation condition.

  In the above-described embodiment, the vehicle start / end information is used. However, the present invention is not limited to this. For example, the generated traffic volume and the extinguished traffic volume at an arbitrary link may be set in advance, and the generated generated traffic volume and the disappeared traffic volume may be used.

(Embodiment 2)
In Embodiment 1 described above, the estimated traffic jam length as a traffic evaluation index is calculated (estimated) using the generated traffic volume and the extinct traffic volume calculated for each link, but the present invention is not limited to this. is not. The traffic simulator (traffic evaluation device) of the second embodiment releases or collects the number of vehicles according to the difference between the estimated traffic volume and the actually measured traffic volume in units of links, thereby improving the reproducibility of the traffic evaluation index. It is to improve.

  FIG. 13 is a schematic diagram illustrating another example of the generated traffic volume and the extinct traffic volume based on a given OD traffic volume. In the example of FIG. 13, two links 1 and 2 are illustrated. The traffic simulator calculates the generated traffic volume and the disappeared traffic volume at each link in the simulation area S based on a given OD traffic volume. As shown in FIG. 13, the generated traffic volume exists upstream of the link 1 and the extinct traffic volume exists downstream of the link 1. Note that traffic may be generated or disappeared in the middle of the link 1. Similarly, there is a generated traffic volume upstream of the link 2 and an extinct traffic volume downstream of the link 1. In addition, in the point (intersection) where link 1 and link 2 cross, inflow traffic and outflow traffic from other links (not shown) exist.

  Then, the estimated traffic volume as a traffic evaluation index is calculated (estimated) using the generated traffic volume and the extinct traffic volume calculated for each link. Then, the reproducibility of the traffic evaluation index is improved by correcting (releasing or collecting) the number of vehicles according to the difference between the estimated traffic jam length and the actual traffic jam length for each link.

  FIG. 14 is a block diagram illustrating a configuration example of the traffic simulator 50 according to the second embodiment. The difference from the first embodiment is that an estimated traffic volume calculation unit 22 and a traffic jam determination unit 23 are provided. Moreover, the traffic simulator 50 acquires the measured traffic volume of an arbitrary link as input data. In addition, the same code | symbol is attached | subjected to the location similar to Embodiment 1, and description is abbreviate | omitted.

  The estimated traffic volume calculation unit 22 calculates (estimates) the estimated traffic volume at an arbitrary link based on the traffic volume calculated by the traffic volume calculation unit 12. When obtaining the estimated traffic volume, parameters such as the vehicle traveling speed, acceleration / deceleration characteristics, signal display at intersections of both ends of the link, link length, and the like are stored in the storage unit 18 and the parameters are used. Can do.

  The traffic jam determination unit 23 has a function as a determination unit that determines whether the actual traffic jam length at each link and the estimated traffic jam length estimated by the estimated traffic jam length calculation unit 13 are less than a predetermined traffic jam threshold. That is, the traffic jam determination unit 23 determines whether or not the actually measured traffic jam length and the estimated traffic jam length at each link are less than a predetermined traffic jam threshold. The traffic congestion threshold is a unique value unique to each link, and is, for example, the installation interval (for example, 200 m, 250 m, etc.) of the vehicle detector.

  In addition to the generated traffic volume and the disappeared traffic volume (corresponding to a vehicle that is not a dummy vehicle) in each link calculated by the traffic volume calculation unit 12, the start point / end point generation unit 14 sets each traffic evaluation index close to an actual measurement value. A starting traffic volume or an end traffic volume (a mixture of dummy vehicles and non-dummy vehicles) is generated by the link. The starting point traffic generated by the starting point / end point generating unit 14 corresponds to the number of vehicles discharged to the link (corrected number), and the end point traffic corresponds to the number of vehicles collected from the link (corrected number). Hereinafter, the correction number is also referred to as a correction term, the correction term for matching the estimated traffic length with the actual traffic length is called the traffic jam length correction term (congestion length correction), and the correction for matching the estimated traffic volume with the actual traffic volume. The term is referred to as a traffic volume correction term (traffic volume correction). In the present embodiment, the dummy vehicle is a vehicle for convenience of discharge or collection in order to match the actual measurement with the estimation of the traffic simulator 50.

  FIG. 15 is an explanatory diagram showing the relationship between traffic conditions and correction terms. As shown in FIG. 15, the traffic simulator 50 according to the second embodiment performs traffic volume correction at a link when the congestion determination unit 23 determines that there is neither an estimated traffic jam nor an actually measured traffic jam at an arbitrary link. . In addition, when the traffic determination unit 23 determines that one or both of the estimated traffic jam and the actual traffic jam is present on an arbitrary link, the traffic simulator 50 corrects the traffic jam length on the link.

  As described in the first embodiment (for example, FIG. 6 and the like), the traffic jam length correction is performed when the target link is determined to be jammed in actual measurement, simulation, or both. The estimated error, which is the difference between the actual measured traffic jam length of the vehicle and the estimated traffic jam length calculated by the estimated traffic jam length calculation unit 13, is zero or minimized (the estimated error substantially matches the eigenvalue of the link described later). Generate traffic volume or end traffic volume.

  Next, traffic volume correction will be described. As described above, in the traffic volume correction, when it is determined that there is no traffic jam on the target link both on the actual measurement and on the simulation, the actual traffic volume of the vehicle on the link and the estimated traffic volume calculation unit 22 calculate The starting point traffic volume or the end point traffic volume is generated so that the difference from the estimated traffic volume is zero or minimum. First, the reason why it is necessary to perform traffic volume correction instead of congestion length correction will be described.

  FIG. 16 is a schematic diagram showing an example of the actually measured traffic jam length measured at the link. In the example of FIG. 16, one link is illustrated. FIG. 16A shows a case where no vehicle detector is installed in the road section corresponding to the link. Moreover, FIG. 16B and FIG. 16C show the case where the vehicle detector is installed in the point S of the road section corresponding to a link.

  As shown in FIG. 16A, when the vehicle detector is not installed on the link, it is impossible to determine the presence / absence of the traffic jam because the actual measured value of the traffic jam length at the link cannot be measured. Therefore, in the case shown in FIG. 16A, it is inevitably determined that there is no traffic jam on the link after all.

  As shown in FIG. 16B, even when the vehicle sensor is installed at the point S of the link, when the rear end of the vehicle queue is downstream of the point S, the vehicle detector detects a traffic jam. It is not possible to determine whether there is traffic or not. Therefore, in the case shown in FIG. 16B, it is inevitably determined that there is no traffic jam on the link after all.

  On the other hand, as shown in FIG. 16C, when the tail of the queue of the vehicle is on the upstream side beyond the point S, the vehicle detector can detect the traffic jam. The length can be measured as a value corresponding to the distance from the intersection downstream of the link to the point S or a corrected congestion length based on the value. That is, as shown in FIG. 16A and FIG. 16B, since it cannot be determined that there is traffic jam in an actual road section, it may be determined that there is no traffic jam. In addition, the above-mentioned corrected traffic jam length means that when a plurality of vehicle detectors are installed, the traffic jam is caused to any position between adjacent vehicle detectors based on the vehicle detection result of the adjacent vehicle detector. Is to ask.

  FIG. 17 is a schematic diagram showing an example of route search in simulation. As shown in FIG. 17, the main road R1 intersects with the main roads R2 and R3 at the intersections C1 and C5. The main road R4 intersects the main roads R2 and R3 at the intersections C2 and C6. Further, the connecting road R5 connecting the main roads R1 and R4 intersects at the intersections C3 and C4. The narrow street R101 that is not the simulation target intersects the main road R2, the connecting road R5, and the main road R3 at the intersections C7, C8, and C9, respectively. The narrow street R102 that is not subject to simulation intersects the main road R2 and the connecting road R5 at intersections C13 and C10, respectively. Further, the narrow street R103 that is not a simulation target intersects with the connecting road R5 and the main road R3 at intersections C11 and C12, respectively. The narrow street R104 that is not the simulation target intersects the main road R4 at the intersection C4.

  When performing route selection processing in simulation, the number of right / left turns increases on connecting roads that connect highways to each other, or on connecting roads that intersect non-simulated narrow streets (for example, each time the number of right or left turns increases, Therefore, it is difficult to select a route.

  For this reason, in FIG. 17, the route indicated by the solid line, that is, the route passing through the connecting road R5 is not selected because the number of left or right turns at the intersection C3 or C4 is added and the cost (travel time) increases. Instead, a route indicated by a broken line in FIG. 17 is selected. For this reason, on the connection road R5, the traffic volume on the simulation tends to be smaller than the actual traffic volume, and no traffic jam occurs on the simulation.

  In the case described with reference to FIGS. 16 and 17 described above, that is, when there is no actual traffic jam and no traffic jam on the simulation in the road section to be simulated, the current traffic jam length and the traffic jam after setting the evaluation conditions The length cannot be compared, and the current traffic evaluation index by the traffic simulator cannot be reproduced. Therefore, in the traffic simulator 10 according to the present embodiment, when neither an actual traffic jam nor a traffic jam on the simulation occurs, the traffic volume correction is performed instead of the traffic jam length correction. The evaluation conditions include, for example, traffic measures such as traffic regulation due to construction, accidents or disasters, traffic environment changes such as new construction of roads, improvement of intersections, provision of traffic information, and adjustment of traffic signal control.

FIG. 18 is a schematic diagram illustrating an example of traffic volume correction by the traffic simulator 50 according to the second embodiment. As shown in FIG. 18, the traffic simulator 50 of the second embodiment is a dummy vehicle as a starting traffic volume (traffic volume starting point) every time a predetermined correction cycle (for example, 5 minutes) elapses in link units. Alternatively , the estimated traffic volume is estimated to match the measured traffic volume by releasing a non-dummy vehicle (regular vehicle) or collecting the dummy vehicle or regular vehicle as the end point traffic volume (traffic volume end point). Correct traffic volume.

In the example of FIG. 18, since the actual traffic volume is larger than the estimated traffic volume in the link 1, the number of vehicles (corrected number) corresponding to the difference between the actual traffic volume and the estimated traffic volume is discharged through the link 1. That is, in addition to a regular vehicle, a dummy vehicle or a regular vehicle is run to increase the traffic volume.

In addition, since the actual traffic volume is smaller than the estimated traffic volume on the link 2, a number of vehicles (corrected number) corresponding to the difference between the actual traffic volume and the estimated traffic volume is collected on the link 2. That is, the traffic volume is reduced by running a dummy vehicle or a part of a regular vehicle on a loopway that is not a simulation target.

  FIG. 19 is a schematic diagram showing an example of re-release and re-recovery at the time of traffic volume correction so as not to affect the traffic situation on the downstream side of the link. In the traffic simulator 50, when the estimated traffic volume is corrected in order to match the estimated traffic volume with the actual measurement value, the downstream traffic volume changes because the influence reaches the downstream link as it is. For example, in order to match the estimated traffic volume with the actual traffic volume on the upstream link, if the vehicle is released as the starting traffic volume, the traffic volume flowing out from the link will increase, so the traffic volume flowing downstream will increase. It may cause a difference in the estimated traffic volume of the link.

  Therefore, in the second embodiment, as shown in FIG. 19, the vehicle released to the link is downstream of the link so that the correction term (generation of the start point traffic volume or the end point traffic volume) at each link is not transmitted to the downstream link. The vehicle recovered on the link is re-recovered at the intersection exit downstream of the link. As a result, the influence of the correction is not exerted on the downstream link.

  As mentioned above, since the starting traffic volume or the end traffic volume is generated so that the actual and estimated traffic volume are combined for each link, regardless of the traffic situation such as when the traffic volume is low, It is possible to correctly reproduce the current situation, and it is possible to correctly evaluate or predict the traffic situation reflecting the influence of changes in evaluation conditions such as traffic regulations due to construction or traffic accidents.

  In addition, when it is determined that the actual traffic jam length and the estimated traffic jam length are less than the traffic jam threshold for the simulation target link, the actual traffic jam is generated in the simulation target link by generating the starting traffic volume or the end traffic volume on the link. Even when neither traffic jams nor simulation traffic occurs, the traffic situation of all links to be simulated can be approximated to the actual traffic situation by generating the starting traffic volume or the end traffic volume.

  In addition, when the measured traffic volume is greater than the estimated traffic volume, the number of vehicles corresponding to the difference between the measured traffic volume and the estimated traffic volume is released as the starting traffic volume, so that the actual traffic volume value is calculated at the link. Even when the traffic volume is higher than the estimated traffic volume, the reproducibility of the estimated traffic volume can be ensured. By performing the same processing for each link of the road network, not only the links of the road network but also the entire road network The reproducibility of the traffic evaluation index can be improved.

  Also, if the measured traffic volume is less than the estimated traffic volume, by collecting the number of vehicles corresponding to the difference between the estimated traffic volume and the measured traffic volume as the end point traffic volume, Even when the traffic volume is less than the estimated traffic volume, the reproducibility of the estimated traffic volume can be ensured, and the same processing is performed on each link of the road network, so that not only the links of the road network but the entire road network The reproducibility of the traffic evaluation index can be improved.

When the starting point / end point generating unit 14 releases a vehicle (dummy vehicle) to the link as the starting point traffic volume, the identifying code adding unit 21 adds an identifying code for identifying the vehicle. The generation / disappearance unit 17 preferentially collects a vehicle to which an identification code is given when collecting a dummy vehicle or a vehicle (regular vehicle) that is not a dummy vehicle as an end point traffic volume on the downstream side of the link. When a vehicle is released as an origin traffic volume at an arbitrary link, when the vehicle is collected on the downstream side of the link (including the link and a link different from the link), the vehicle to which the released identification code is assigned By preferentially collecting, it is possible to prevent the downstream side of the link from being affected by the generation of the starting traffic volume at an arbitrary link.

  As described above, when the start point / end point generation unit 14 generates the end point traffic volume at an arbitrary link, the generation / disappearance unit 17 generates the next traffic volume on the downstream side of the link instead of generating (re-releasing) the next traffic volume. Traffic volume may be generated (re-released) as follows. The generation / disappearance unit 17 has a function as a prohibiting unit for prohibiting re-release of the dummy vehicle when the vehicle (dummy vehicle) to which the identification code is given is preferentially collected. That is, when a dummy vehicle is collected with priority, the collected dummy vehicle is left extinguished. Since the dummy vehicle is a vehicle that is collected for the purpose of matching the actual measurement with the estimation by the simulator, there is no problem even if the vehicle is recovered and disappears as it is, and unnecessary processing can be omitted. Note that it is not always necessary to assign the identification code of the dummy vehicle, and even if the identification code is not given, if the dummy vehicle is collected, re-release of the dummy vehicle can be prohibited. Further, when a vehicle that is not a dummy vehicle is collected, an equivalent traffic volume is generated on the downstream side without prohibiting re-release. This is because, if a vehicle that is not a dummy vehicle is collected and disappears as it is, the amount of traffic that reaches the original destination may decrease and may not match the actual vehicle.

  In the example of FIG. 14 described above, the generation / annihilation unit 17 is not an essential configuration. That is, the re-collection and re-release of the traffic volume (vehicle) is not essential and can be omitted. When the re-collection and re-release are omitted, the influence on the downstream link due to the corrected number of discharged or recovered can be left to the correction process in the downstream link.

  When starting traffic is generated at an arbitrary link (when the vehicle is released to the link), if the traffic (vehicle) is not collected again at the downstream intersection exit of the link, the following method should be used. Can do.

  That is, when a vehicle is released to the link as the starting point traffic, the end point information is assigned to the vehicle to be released according to the ratio of the end point information of one or more vehicles existing on the link. If the ratio of the end point information of the vehicle existing (running) on the link is, for example, the number of the end point information D1 is X1, the end point information D2 is X2, the end point information Dn is the Xn number of vehicles. The end point information D1 is assigned to Y × X1 / (X1 + X2 +... + Xn) vehicles among the vehicles (Y vehicles) discharged to the link. Similarly, the end point information D2 is assigned to Y × X2 / (X1 + X2 +... + Xn) vehicles among the vehicles to be released (Y vehicles). The same applies hereinafter. Even when the starting traffic volume is generated at any link, it is possible to prevent a situation where the vehicle of any link protrudes and increases or decreases, and it is caused by generating the starting traffic volume at an arbitrary link. It is possible to prevent an influence on the downstream side of the link.

  In addition, when calculating | requiring the ratio of the end point information of the vehicle which exists (runs) in the said link, you may use the end point information of the vehicle which exists in the said link at the time of releasing a vehicle to a link, or discharge | releases a vehicle to a link. You may use the end point information of the vehicle which exists in the said link during the predetermined time (for example, 5 minutes etc.) nearest from the time.

  When the estimated traffic volume for each correction cycle can be estimated, when the starting point / end point generating unit 14 releases the starting point traffic volume at an arbitrary link, the difference between the actually measured traffic volume at the link and the estimated traffic volume And the number of vehicles according to the difference of a predetermined traffic volume threshold is discharged. The traffic volume threshold value can be appropriately set according to, for example, the configuration of the simulator, and may be 0 or a value other than 0. For example, when the predetermined traffic volume threshold is 0, a value obtained by dividing the difference between the actual traffic volume and the estimated traffic volume at the link by the actual traffic volume is equal to or greater than the traffic volume difference threshold (for example, 0.2). In some cases, if the measured traffic volume is larger than the estimated traffic volume, the vehicle corresponding to the difference between the measured traffic volume and the estimated traffic volume is released. In the simulator configuration, when generating not only the starting traffic volume but also the ending traffic volume, the traffic volume difference threshold can be reduced to 0.2 or the like, and the difference between the measured traffic volume and the estimated traffic volume at the link. According to the number of vehicles released. In addition, if the simulator configuration generates only the starting traffic volume and not the end traffic volume, the vehicle is collected when the number of vehicles corresponding to the difference between the measured traffic volume and the estimated traffic volume is released. In this case, the traffic volume difference threshold value is increased to, for example, about 0.8, and the actual traffic volume at the link is increased. The number of vehicles corresponding to the difference between the estimated traffic volume and the vehicle is released.

  When the predetermined traffic volume threshold is other than 0, the starting point / end point generation unit 14 determines a predetermined traffic volume threshold (for example, actual traffic volume) from the difference between the actual traffic volume and the estimated traffic volume on the link. If the value obtained by subtracting the value of 20% is positive, the number of vehicles corresponding to the value is released. In the simulator configuration, when generating not only the starting traffic volume but also the end traffic volume, the traffic volume threshold can be set to a small value of about 20% of the actual traffic volume. In addition, if the simulator configuration generates only the starting traffic volume and not the end traffic volume, the vehicle is collected when the number of vehicles corresponding to the difference between the measured traffic volume and the estimated traffic volume is released. In this case, the traffic volume threshold is increased to about 80% of the actual traffic volume and the link is used. The number of vehicles corresponding to the difference between the actually measured traffic volume and the estimated traffic volume and the difference between the predetermined traffic volume thresholds is released. The actual traffic volume and the simulated traffic volume (estimated traffic volume) are calculated by releasing the number of vehicles according to the difference between the measured traffic volume and the estimated traffic volume at the link and the difference of the predetermined traffic volume threshold. Can be matched.

  On the other hand, when the estimated traffic volume for each correction cycle cannot be estimated, the starting point / end point generation unit 14 releases the starting point traffic volume at an arbitrary link, and the actual traffic volume at the link and the link The number of vehicles corresponding to a value obtained by subtracting a predetermined traffic volume threshold value from the difference between the vehicle density, the vehicle speed, and the multiplied value of the predetermined time is discharged. That is, a product value of vehicle density, vehicle speed, and predetermined time is used instead of the estimated traffic volume.

  The vehicle density is a vehicle density in a section excluding the traffic congestion section when there is a traffic congestion section on the link. In addition, the vehicle density may be a value at an arbitrary time point, or may be an average value for a plurality of cycles when the starting traffic is discharged every arbitrary cycle, or the vehicle density in the previous cycle and the current cycle. It may be a weighted average with vehicle density.

  The weighted average vehicle density is, for example, {previous vehicle density × previous non-congested section length × (1-k) + number of vehicles existing in non-congested section × k} / {previous non-congested section length × (1-k) + the current non-congested section length × k}. Here, k is a weighting coefficient, for example, 0.2.

  The predetermined time is, for example, a process period (correction period) for generating (releasing) the starting traffic volume. That is, the traffic volume can be estimated by multiplying the vehicle density and the vehicle speed during a predetermined time. As a result, even if there is a link that is difficult to be selected as a route during route search, even if the traffic volume on the link decreases or becomes zero, the actual traffic volume and the simulated traffic volume (estimated traffic volume) Can be matched.

  Next, the operation of the traffic simulator 50 according to the second embodiment will be described. 20, FIG. 21, FIG. 22 and FIG. 23 are flowcharts showing the processing procedure before setting the evaluation conditions of the traffic simulator 50 of the second embodiment. The traffic simulator 50 determines whether or not a correction cycle (for example, 5 minutes) has elapsed (S111). If the correction cycle has passed (YES in step S111), that is, 5 minutes have passed since the previous correction timing. In this case, the actual traffic jam length of the target link is acquired (S112), and the estimated traffic jam length is calculated (S113).

  The traffic simulator 50 determines whether or not the actually measured traffic jam length is less than the traffic jam threshold and the estimated traffic jam length is less than the traffic jam threshold (S114). Note that the traffic simulator 50 determines that the actual traffic jam length is less than the traffic jam threshold when the actual traffic jam length cannot be acquired.

  When the actual traffic jam length is less than the traffic jam threshold and the estimated traffic jam length is less than the traffic jam threshold (YES in S114), the traffic simulator 50 acquires the actual traffic volume of the link to correct the traffic volume (S115). ) And the estimated traffic volume is calculated (S116).

  The traffic simulator 50 calculates the corrected number of vehicles by subtracting the estimated traffic volume from the measured traffic volume (S117), and whether or not the value obtained by dividing the absolute value of the corrected number by the measured traffic volume is equal to or greater than the traffic volume threshold value. Is determined (S118). When the value obtained by dividing the absolute value of the corrected number by the actually measured traffic volume is equal to or greater than the traffic volume threshold (for example, 0.2) (YES in S118), the traffic simulator 50 determines whether the corrected number exceeds 0 (positive). Whether or not) is determined (S119).

  When the corrected number exceeds 0 (positive) (YES in S119), that is, when the actual traffic volume is larger than the estimated traffic volume, the traffic simulator 50 releases the corrected number of vehicles to the link (S120), The number of corrections and the correction cycle are recorded (S122). When the corrected number does not exceed 0 (negative) (NO in S119), that is, when the actually measured traffic volume is smaller than the estimated traffic volume, the traffic simulator 50 collects the corrected number of vehicles from the link (S121). Then, the process of step S122 is performed.

  The traffic simulator 50 re-collects the vehicle released to the link at the link downstream intersection (S123), and re-releases the vehicle collected from the link at the link downstream intersection (S124). The traffic simulator 50 generates a vehicle from the starting point (departure point), collects the vehicle at the end point (destination point) (S125), advances the signal lamp color of the signal lamp, for example, by 0.1 second, and follows the movement model of the vehicle. The vehicle is driven (S126), and the simulation cycle (for example, 0.1 second) is terminated.

  If the value obtained by dividing the absolute value of the corrected number by the actually measured traffic volume is not equal to or greater than the traffic volume threshold value (NO in S118), the traffic simulator 50 performs the processing after step S123 without performing traffic volume correction. If the correction period has not elapsed (NO in step S111), the traffic simulator 50 performs the processing from step S123 onwards without performing correction.

  If the measured traffic length is less than the traffic threshold and the estimated traffic length is not less than the traffic threshold (NO in S114), that is, whether the actual traffic length is greater than or equal to the traffic threshold, or is the estimated traffic length greater than or equal to the traffic threshold If either of these conditions is satisfied, or if both conditions are satisfied, the traffic simulator 50 calculates (estimates) an estimation error (difference between the actually measured traffic jam length and the estimated traffic jam length) (S127).

  The traffic simulator 50 determines whether or not the estimation error is greater than zero (S128). If the estimation error is greater than zero (YES in S128), it is determined whether or not (estimation error−link eigenvalue) is greater than zero. Determination is made (S129).

If (estimated error-link eigenvalue) is greater than zero (YES in S129), the traffic simulator 50 calculates the corrected number of vehicles (S130), and starts using the calculated corrected number of vehicles (dummy vehicle or regular vehicle ) as the starting traffic. The quantity is discharged to the link (S131).

  The traffic simulator 50 records the corrected number of vehicles and the correction cycle (S132), and performs the processing after step S123.

  If (Estimated error—Eigenvalue of link) is not greater than zero (NO in S129), the traffic simulator 50 performs the processing after step S123 without performing correction. If the estimation error is not greater than zero (NO in S128), the traffic simulator 50 determines whether the estimation error is smaller than zero (S133). If the estimation error is smaller than zero (YES in S133), (estimation) It is determined whether or not (error + link eigenvalue) is smaller than zero (S134).

When (estimated error + link eigenvalue) is smaller than zero (YES in S134), the traffic simulator 50 calculates the corrected number of vehicles (S135) and sets the calculated corrected number of vehicles ( dummy vehicle or regular vehicle) as the end point traffic. The amount is collected from the link (S136), and the processing after step S124 is performed.

  If the estimation error is not smaller than zero (NO in S133), the traffic simulator 50 determines that the estimation error is zero and performs the processes after step S124 without performing correction. If (estimated error + link eigenvalue) is not smaller than zero (NO in S134), the traffic simulator 50 performs the processing from step S124 onwards without performing correction.

  Since one purpose of the traffic simulator 50 of the present embodiment is to correct the tendency that the traffic volume in the simulation is smaller than the actual traffic volume, only the starting traffic volume is generated, for example, the above-described figure. In the processing illustrated in FIGS. 20 to 23, the “collection of vehicle from link” (generation of end point traffic) processing in step S121 may be omitted. Depending on the simulation correction period, the traffic volume existing on the link may fluctuate more than expected due to fluctuations. Therefore, when the processing in step S121 is omitted, the traffic volume threshold value in step S118 is slightly increased. By setting the value to (for example, 0.8), it is possible to prevent the estimated traffic volume from becoming too small. In addition, when the process of step S121 is abbreviate | omitted, the process of step S124 is also abbreviate | omitted.

  The processing illustrated in FIGS. 20 to 23 is repeatedly performed every time a simulation cycle (for example, 0.1 second) elapses. Further, it can be omitted without performing the processing of steps S123 and S124. In this case, adjustment is performed by correction for discharging or collecting the vehicle at the downstream link of the link. Although the correction at the link affects the downstream link, the correction process is also performed at the downstream link, so that the difference between the estimated traffic length and the actually measured traffic length or the difference between the estimated traffic volume and the actually measured traffic volume can be reduced. it can.

  In the evaluation using the traffic simulator 50, a relative comparison between the current traffic evaluation index and the traffic evaluation index after setting the evaluation conditions is generally performed, but the recovery obtained by the processing procedure illustrated in FIGS. The correction value and the discharge correction value can be used as the recovery correction value and the discharge correction value in the evaluation after setting the evaluation conditions.

  That is, in the case of traffic volume correction, before the evaluation condition setting unit 19 sets an evaluation condition for evaluating the traffic state amount including the congestion length, the starting point / end point generation unit 14 determines the actual traffic volume of the vehicle at the link. Based on the estimated estimated traffic volume, the starting traffic volume or the ending traffic volume is generated at the link every arbitrary period. The traffic volume at the starting point of an arbitrary link corresponds to the number of vehicles discharged from the link (the number of discharged vehicles), and the traffic volume at the end point of an arbitrary link corresponds to the number of vehicles recovered at the link (the number of recovered vehicles). The arbitrary period is a period for obtaining a correction term (correction value) for bringing the current traffic evaluation index close to the actual measurement value. For example, the period is 10 seconds, 50 seconds, 1 minute, 5 minutes, or the like. It can be set accordingly. The congestion length correction is the same as in the first embodiment.

  The start point / end point generation unit 14 records the generated start point traffic volume or end point traffic volume in the storage unit 18 for each period. The starting point traffic volume or the end point traffic volume is recorded for each link. Then, after setting the evaluation condition by the evaluation condition setting unit 19, the starting point / end point generating unit 14 releases the recorded starting point traffic volume at the link and collects the recorded end point traffic amount at the link. . For example, if the starting point traffic volume or the end point traffic volume is generated as 9:00, 9:05, 9:10,... In a cycle of every 5 minutes from the time 9:00 before setting the evaluation condition, After setting the conditions, the starting traffic volume at the same time (cycle) generated before setting the evaluation conditions is released at the corresponding period, that is, 9:00, 9:05, 9:10,. The end point traffic volume at the same time (cycle) generated before setting the conditions is collected and a traffic evaluation index is output. The traffic evaluation index is, for example, traffic jam length, travel time, traffic volume, queue length, and the like.

  After setting the evaluation conditions, the recorded starting point traffic volume is released on the same link at the same cycle, and the recorded end point traffic volume is collected on the same link, so that the correction term stored for each correction cycle at the time of the current reproduction. Is reflected in the traffic simulator by the same means, so traffic conditions (traffic evaluation index) such as traffic volume, congestion length, travel time, carbon dioxide emissions at the time of the current reproduction, and assumed cases (the case where the current conditions and traffic conditions have changed) ) And a traffic evaluation index can be compared before and after setting the evaluation conditions.

  The processing procedure after setting the evaluation conditions by the traffic simulator 50 of the second embodiment is the same as the processing procedure after setting the evaluation conditions of the traffic simulator 10 of the first embodiment illustrated in FIGS.

  24 and 25 are flowcharts showing the processing procedure after setting the evaluation conditions of the traffic simulator 50 of the second embodiment. The process illustrated in FIGS. 24 and 25 shows a process after setting an evaluation condition for evaluating a traffic state quantity including a traffic volume.

  The traffic simulator 50 sets evaluation conditions (S141), determines whether a correction cycle (for example, 5 minutes) has passed (S142), and if the correction cycle has passed (YES in step S142), that is, When 5 minutes have elapsed from the previous correction timing, the number of corrected units before the evaluation condition setting in the same cycle as the current cycle is acquired (S143).

  The traffic simulator 50 determines whether the corrected number is the released number or the recovered number (S144). If the corrected number is the released number (released in S144), whether or not the corrected number is larger than the releasable number on the link. Is determined (S145).

  If the corrected number is larger than the releasable number on the link (YES in S145), the traffic simulator 50 releases the releasable number of vehicles to the link (S146), and calculates the difference between the corrected number and the releasable number as follows. The number is added to the number of corrected cycles (S147).

  The traffic simulator 50 re-collects the vehicle released to the link at the link downstream intersection (S149). The traffic simulator 50 generates a vehicle from the starting point (departure point), collects the vehicle at the end point (destination point) (S150), advances the signal lamp color of the signal lamp by, for example, 0.1 second, and follows the movement model of the vehicle. The vehicle is caused to travel (S151), and the simulation cycle (for example, 0.1 second) is terminated.

  If the corrected number is not larger than the number that can be released on the link (NO in S145), the traffic simulator 50 discharges the corrected number of vehicles to the link (S148), and performs the processes in and after step S149. If the correction cycle has not elapsed (NO in step S142), the traffic simulator 50 performs the processing from step S149 onwards without performing correction.

  When the corrected number is the recovered number (collected in S144), the traffic simulator 50 determines whether the corrected number is larger than the existing number on the link (S152). If the corrected number is larger than the existing number on the link (YES in S152), the traffic simulator 50 collects the number of vehicles existing on the link from the link (S153), and the difference between the corrected number and the existing number on the link. The number is added to the corrected number of the next cycle (S154).

  The traffic simulator 50 re-releases the vehicle recovered from the link at the link downstream intersection (S156), and performs the processing after step S150. If the corrected number is not larger than the existing number on the link (NO in S152), the traffic simulator 50 collects the corrected number of vehicles from the link (S155) and continues the processing from step S156.

  The processes illustrated in FIGS. 24 and 25 are repeatedly performed every time a simulation cycle (for example, 0.1 second) elapses. Moreover, it can also be abbreviate | omitted without performing the process of step S149, S156. In this case, adjustment is performed by correction for discharging or collecting the vehicle at the downstream link of the link. Although the correction at the link affects the downstream link, the correction process is also performed at the downstream link, so that the difference between the estimated traffic jam length and the actual traffic jam length can be reduced.

  Further, when step S123 is omitted in FIG. 21, step S149 of FIG. 24 is omitted, and when step S124 is omitted in FIG. 21, step S156 of FIG. 25 is omitted.

  The traffic simulator 50 described above can also be realized using a general-purpose computer including a CPU, a RAM, and the like. That is, as shown in FIG. 20 to FIG. 25, a program code defining each processing procedure is loaded into a RAM provided in the computer, and the program code is executed by the CPU, whereby the traffic simulator 50 is realized on the computer. be able to.

  As described above, also in the second embodiment, after setting the evaluation condition, the starting point traffic volume recorded before setting the evaluation condition is released by the same link for each same cycle, and the end point traffic recorded before setting the evaluation condition By collecting the volume with the same link, the correction term stored at each correction cycle at the time of current status reproduction is reflected in the traffic simulator by the same means, so the traffic volume, congestion length, travel time, carbon dioxide emission at the time of current status reproduction Compare traffic conditions (traffic evaluation index) such as volume and traffic conditions in the assumed case (current and traffic conditions changed), and compare the traffic evaluation index before and after setting the evaluation conditions. Can do.

(Embodiment 3)
In the above-described embodiment, the length of the traffic jam or the traffic volume is used as the traffic state quantity. However, the present invention is not limited to this, and the queue length can also be used as the traffic state quantity.

  FIG. 26 is a schematic diagram showing an example of the generated traffic volume and the extinct traffic volume based on a given OD traffic volume. In the example of FIG. 26, two links 1 and 2 are illustrated. Moreover, the node which shows an intersection has illustrated the right turn direction link whose outflow direction is right turn seeing from the links 1 and 2. The traffic simulator calculates the generated traffic volume and the disappeared traffic volume at each link in the simulation area S based on a given OD traffic volume. As shown in FIG. 26, the generated traffic volume exists upstream of the link 1 and the extinct traffic volume exists downstream of the link 1. Note that traffic may be generated or disappeared in the middle of the link 1. Similarly, there is a generated traffic volume upstream of the link 2 and an extinct traffic volume downstream of the link 1. In addition, in the point (intersection) where link 1 and link 2 cross, inflow traffic and outflow traffic from other links exist.

  Then, the traffic length, travel time, traffic volume, queue length, and the like are output as traffic evaluation indices using the generated traffic volume and the disappeared traffic volume calculated for each link. The traffic simulator (traffic evaluation device) according to Embodiment 3 presumes a left-handed road like Japan, estimates the right turn queue at any link, and the state of the signal light color at the intersection downstream of the link The reproducibility of the traffic evaluation index is improved by collecting the vehicle waiting for the right turn from the link in accordance with the (signal switching state). For roads with right-hand traffic, such as the United States, a left turn queue at an arbitrary link is estimated, and a left turn is waited from the link according to the signal light color state (signal switching state) at the intersection downstream of the link. What is necessary is just to collect | recover these vehicles.

  FIG. 27 is a block diagram illustrating a configuration example of the traffic simulator 60 according to the third embodiment. The difference from the first and second embodiments is that a queue length calculation unit 30, a signal information determination unit 31, a vehicle collection unit 32, and a re-release unit 33 are provided. In addition, the same code | symbol is attached | subjected to the same location as the carrying 1 and 2, and description is abbreviate | omitted. In addition, the vehicle collection | recovery part 32 is corresponded in the function which produces | generates end point traffic volume among the starting point traffic volume and the end point traffic volume which the starting point end point production | generation part 14 produces | generates.

  In the traffic simulator 60, as input data, for example, vehicle travel speed, acceleration / deceleration characteristics, vehicle travel start / end point information, traffic volume, actual traffic congestion length, actual traffic volume, signal lights at each intersection where the links intersect. Data such as signal information (signal control information) is given.

  The traffic simulator 60 acquires signal information of an intersection on the downstream side of an arbitrary link every arbitrary period. The arbitrary period is a period for obtaining a correction term (correction value) for bringing the current traffic evaluation index close to the actual measurement value. For example, the period is 10 seconds, 50 seconds, 1 minute, 5 minutes, or the like. It can be set accordingly. In the following description, the correction cycle is 10 seconds, but is not limited to this.

  First, the obstruction of the straight lane due to concentration of right-turn vehicles or left-turn vehicles, which is a problem to be solved by the traffic simulator 60, will be described. FIG. 28 is a schematic diagram showing the blockage of the straight lane due to the concentration of right turn vehicles. As shown in FIG. 28, main roads (for example, prefectural roads) R1 and R2, which are simulation targets, intersect at an intersection C3. In addition, municipal roads R101 and R102 which are not targeted for simulation intersect the main road R1 at intersections C2 and C1, respectively. The road configuration in FIG. 28 is an example.

  Vehicles that actually travel on the main road R1 in the direction of the intersection C3 can turn right toward the municipal roads R101 and R102 at the intersection C1 or the intersection C2, respectively. Therefore, vehicles that turn right at the intersections C1 and C2 (traffic volume) ) Exists to some extent. However, on the simulation, the municipal roads R101 and R102 are regarded as being out of scope and not present. For this reason, a vehicle that makes a right turn at the intersections C1 and C2 cannot actually turn right in the simulation. Therefore, a vehicle that makes a right turn at the intersection C3 (indicated by an arrow A) in the simulation is concentrated, and vehicles that make a right turn at the intersection C3 are concentrated. Thus, the straight lane is blocked by the right turn vehicle.

  The traffic simulator 60 of the third embodiment prevents such blockage of the straight lane and correctly reproduces the traffic situation (traffic evaluation index).

  Based on the traffic volume calculated by the traffic volume calculation unit 12, the queue length calculation unit 30 estimates the queue length in the direction intersecting with the oncoming straight vehicle at the downstream intersection of an arbitrary link for each arbitrary correction period. Function as queue length estimation means. The direction intersecting with the oncoming straight vehicle is, for example, a right turn direction in left-hand traffic as in Japan, and a left turn direction in right-hand traffic as in the United States. In the present embodiment, it is assumed that the vehicle is on the left side as in Japan, and the direction intersecting with the oncoming vehicle is the right turn direction. Further, when obtaining the queue length, parameters such as the vehicle traveling speed, acceleration / deceleration characteristics, signal display at intersections of both ends of the link, link length, and the like are stored in the storage unit 18 and the parameters are used. Can do.

  The signal information determination unit 31 functions as a determination unit that determines whether or not the signal for the link at an arbitrary link downstream intersection is red in the current cycle and blue in the latest cycle. Have The signal information determination unit 31 determines whether or not the signal at the intersection for the vehicle traveling on the link toward the intersection satisfies the condition that the current cycle is red and the latest cycle is blue. To do.

  The current cycle is a current correction cycle when obtaining a correction term (corresponding to the number of vehicles collected by the vehicle collection unit 17), and the latest cycle is a correction cycle immediately before the current correction cycle. . For example, when the correction cycle is 10 seconds, if the current cycle is the current time, the latest cycle is the time 10 seconds before the current time. The condition that the current cycle is red and the latest cycle is blue is a condition for determining the switching of the signal, and it is determined whether or not the blue signal (blue arrow) is switched to the red signal. Yes.

  The case where the condition is not satisfied is, for example, when the correction cycle is set to 10 seconds, the time point 10 seconds before the current time point and the current time point are both red signals, and when the red signal is switched to the blue signal, whichever This is also the case for a green light.

  The case where the condition is satisfied is, for example, a case where the blue (blue arrow) signal is switched to the red signal at a time point 10 seconds before and the current time point when the correction cycle is 10 seconds. .

  When the condition is not satisfied, the vehicle collection unit 32 collects a number of vehicles corresponding to a length obtained by subtracting a predetermined length from the estimated queue length from the link. The predetermined length is a length from the position of the intersection (stop viewing position) and corresponds to a position where the vehicle is collected. That is, the remaining vehicle obtained by subtracting the vehicle corresponding to the predetermined length from the vehicle waiting for the right turn is collected from the right turn lane in the simulation so that the straight lane is not blocked.

  By collecting the vehicle from the link, it is possible to prevent the straight lane from being blocked and to correctly reproduce the traffic evaluation index even when there is a road that is not subject to simulation. Also, before setting the evaluation conditions such as traffic environment, it is possible to reproduce the state where the signal control is appropriate in the simulation, and in the simulation after setting the evaluation conditions due to changes in the traffic environment, etc. Can be reproduced faithfully.

  FIG. 29 is a schematic diagram showing an example of the vicinity of an intersection having a right turn exclusive lane. As shown in FIG. 29, a right turn lane having a length L1 is provided between the stop line at the intersection and the point S1. The above-mentioned predetermined length is the distance from the stop line of the position (point) S2 where the vehicle is collected, and the predetermined length is L2. The predetermined length L2 is, for example, a length corresponding to the maximum value of the number of vehicles that reach the right turn lane during the correction period (for example, 10 seconds) from the length L1 of the right turn lane (outward lane). The length can be obtained by subtracting. That is, L1-L2 is a length corresponding to the maximum value of the number of vehicles that reach the right turn dedicated lane during the correction period (for example, 60 seconds).

  For example, the length L1 of the right-turn exclusive lane is 100 m (equivalent to 12 vehicles divided by an average vehicle head distance of 8 m), and the maximum value of right-turn vehicles that reach the right-turn exclusive lane within 10 seconds of the correction cycle ( The predetermined length L2 is 76 m (100-24) and corresponds to the length of about nine vehicles.

  It is assumed that the number of vehicles waiting for a right turn calculated by the queue length calculation unit 15 is 15 per cycle (correction period) at the time of reproducing the current state in the simulation (before setting the evaluation conditions). It is assumed that the determination result in the signal information determination unit 16 does not satisfy the above-described condition. In this case, since the vehicle stopped upstream from the point S2 (predetermined length L2 from the stop line) of the right-turn exclusive lane is collected, among the 15 vehicles waiting for the right turn, the first one to the ninth one Until then, the vehicle stops in the right turn lane and the 10th to 15th vehicles are collected from the link.

  The section (L1-L2) in FIG. 29 has a length corresponding to the maximum value of the number of vehicles that reach the right turn dedicated lane during the correction cycle. Overflow can be prevented, and a straight lane is not blocked by a right turn vehicle.

  FIG. 30 is a schematic diagram showing an example of a dummy lane when a vehicle is collected from a link. As shown in FIG. 30, a dummy link (temporary link) that connects the link and the link in the outflow direction is provided. The dummy link is a virtual lane that can collect the vehicle regardless of the signal light color of the intersection. By collecting the vehicle through the dummy link, the vehicle can be collected at the link to the desired intersection on the simulation.

  The vehicle collection unit 32 collects the number of vehicles corresponding to the estimated queue length when the determination result in the signal information determination unit 31 satisfies the above-described condition. The case where the condition is satisfied is, for example, a case where the blue (blue arrow) signal is switched to the red signal at the time point 10 seconds before and the current time point when the correction cycle is 10 seconds.

  If this condition is met, all the vehicles waiting for a right turn while traveling from the green light to the red light will travel in the desired direction of exit from the intersection. It is assumed that the green signal time is appropriate (for example, right turn sensitive control is appropriate). That is, instead of extending the blue time by the right turn sensitive control, by collecting all the right turn waiting vehicles at the time of switching to the red light, it is possible to appropriately hit the right turn waiting vehicles.

  As a result, even when there is a road that is not subject to the simulation, it is possible to prevent the straight lane from being blocked and to correctly reproduce the traffic evaluation index. Also, before setting the evaluation conditions such as traffic environment, it is possible to reproduce the state where the signal control is appropriate in the simulation, and in the simulation after setting the evaluation conditions due to changes in the traffic environment, etc. Can be reproduced faithfully.

  In addition, instead of extending the blue time by right turn sensitive control, when the traffic simulator 60 has a function for sequentially adjusting the blue time according to the traffic volume of the right turn vehicle such as a right turn sensitive function, the signal switching point At the time when the signal changes from blue to red, for example, it is not necessary to collect all the vehicles. In this case, the signal information determination unit 31 may not be provided.

  Even if the traffic simulator 60 has a right-turn sensitive function, right-turn cars are concentrated on the right-turnable intersection on the simulator, so it is better to collect right-turn cars when the signal changes from blue to red. That is, in principle, if a right turn sensitive control function or the like is incorporated in the traffic simulator 60, it is not necessary to collect a right turn vehicle. However, on the simulator, right-turn cars are concentrated at intersections where it is possible to turn right.

  When the re-emission unit 33 collects a vehicle (a vehicle waiting for a right turn) from an arbitrary link, the re-emission unit 33 re-emits the equivalent vehicle on the downstream side of the link. When a vehicle (right turn vehicle) is collected at an arbitrary link, the traffic volume at that link decreases, so the downstream traffic volume decreases, and the difference between the estimated value and actual measurement value of the traffic evaluation index at the downstream link May occur. When a vehicle is collected at an arbitrary link, an equivalent vehicle is re-released at the downstream side of the link to prevent the downstream side of the link from being affected by the recovery of the vehicle at the link. Can do. In addition, when a vehicle is collected at an arbitrary link, and the same vehicle is re-released on the downstream side of the link, the end point (original extinction point) of the vehicle collected at the time of collection is stored, and the re-release The end point memorize | stored in each vehicle at the time can also be given. Note that the end point may be given by other methods.

  When the vehicle collection unit 32 collects a vehicle (a vehicle waiting for a right turn) from an arbitrary link, the re-release unit 33 can prevent the equivalent vehicle from being released again on the downstream side of the link.

  In addition, the re-release part 33 is not an essential structure. That is, the re-release of the vehicle is not essential and can be omitted. When the re-release is omitted, the influence on the downstream link by collecting the vehicle can be left to the correction process at the downstream link.

  Next, operation | movement of the traffic simulator 60 of this Embodiment is demonstrated. FIG. 31 is a flowchart showing a processing procedure when the traffic simulator 60 of the third embodiment is reproduced. The current state reproduction is a simulation before setting evaluation conditions such as a traffic environment. The traffic simulator 60 determines whether or not a correction period (for example, 10 seconds) has elapsed (S211). If the correction period has elapsed (YES in S211), that is, 10 seconds have elapsed since the previous correction timing. In this case, signal information is acquired (S212), and the right turn queue length is calculated (S213).

  The traffic simulator 60 determines whether or not the signal in the current correction cycle is red and the signal in the latest correction cycle is blue (S214), and if the condition is satisfied (YES in S214), All the vehicles on the right turn lane (right turn vehicles) are collected (S215), and the process of step S217 described later is performed.

  If the above-mentioned conditions are not satisfied (NO in S214), the traffic simulator 60 collects a vehicle (right turn vehicle) that is stopped on the right turn lane at a position (upstream) above the threshold (predetermined length) from the stop line ( S216).

  The traffic simulator 60 records the number of collected vehicles together with the time in the storage unit 18 (S217), and re-releases the vehicles collected from the right turn lane in the right turn direction at the link downstream intersection (S218). The traffic simulator 60 generates a vehicle from the start point (departure point), collects the vehicle at the end point (destination point) (S219), advances the signal light color of the signal light device by, for example, 0.1 second, and follows the movement model of the vehicle. The vehicle is driven (S220), and the simulation cycle (for example, 0.1 second) is terminated.

  If the correction period has not elapsed (NO in S211), the traffic simulator 60 performs the processing from step S218 onward.

  FIG. 32 is a flowchart showing a processing procedure after setting the evaluation conditions of the traffic simulator 60 of the third embodiment. The traffic simulator 60 sets an evaluation condition (S231), determines whether a correction cycle (for example, 10 seconds) has passed (S232), and if the correction cycle has passed (YES in S232), that is, the previous time When 10 seconds have elapsed from the correction timing, the number of corrected units (recovered units) before the evaluation condition setting in the same cycle as the current cycle is acquired (S233).

  The traffic simulator 60 determines whether or not the corrected number is larger (larger) than the existing number on the link (S234). If the corrected number is larger than the existing number on the link (YES in S234), it exists on the link. The number of vehicles to be collected is collected from the link (S235), and the difference between the corrected number and the number existing on the link is added to the corrected number in the next correction cycle (S236).

  If the corrected number is not larger than the existing number on the link (NO in S234), the traffic simulator 60 collects the corrected number of vehicles from the link (S237). The traffic simulator 60 re-releases the vehicle collected from the right turn lane in the right turn direction at the link downstream intersection (S238).

  The traffic simulator 60 generates a vehicle from the starting point (departure point), collects the vehicle at the end point (destination point) (S239), advances the signal lamp color of the signal lamp by, for example, 0.1 second, and follows the movement model of the vehicle. The vehicle is driven (S240), and the simulation cycle (for example, 0.1 second) is terminated. If the correction period has not elapsed (NO in S232), the traffic simulator 10 performs the processing after step S238.

  The processing illustrated in FIG. 31 and FIG. 32 is repeatedly performed every time a simulation cycle (for example, 0.1 second) elapses. Further, it can be omitted without performing the process of step S218. In addition, when step S218 is omitted in FIG. 31, step S238 in FIG. 32 is omitted.

  Depending on the period, there may be no vehicle to be collected before setting the evaluation conditions. In this case, the vehicle is not collected at the same cycle after setting the evaluation conditions.

  The traffic simulator 60 described above can also be realized using a general-purpose computer including a CPU, a RAM, and the like. That is, as shown in FIGS. 31 and 32, a program code defining each processing procedure is loaded into a RAM provided in the computer, and the program code is executed by the CPU, whereby the traffic simulator 60 is realized on the computer. be able to.

  As described above, the traffic simulator 60 of the present embodiment can improve the reproducibility of the traffic evaluation index even when there is a road that is not a simulation target. By improving the reproducibility of the traffic evaluation index, it is possible to correctly evaluate the traffic evaluation index after setting the evaluation conditions.

  In addition, after setting the evaluation conditions, by collecting the corrected number (collected number) recorded before the evaluation condition setting with the same link for each same period, the correction items stored for each correction period during the current reproduction are the same. Because it is reflected in the traffic simulator, the traffic situation (traffic evaluation index) such as the traffic volume, congestion length, travel time, carbon dioxide emissions at the time of the current reproduction and the assumed case (the case where the current situation and traffic conditions have changed) And the traffic evaluation index can be compared before and after setting the evaluation condition.

  In Embodiment 3 described above, it is assumed that the vehicle is on the left side as in Japan, the direction intersecting with the oncoming straight vehicle is the right turn direction, and the collection of the right turn vehicle has been described. However, the present invention is not limited to this. In the case of a right-handed road like the United States, the direction intersecting with the oncoming straight vehicle is the left turn direction, and the third embodiment can be similarly applied to the left turn vehicle. Also, as a rule, vehicles are collected for vehicles that turn in a direction crossing with oncoming straight vehicles, but for vehicles that turn in other directions, that is, on left-handed roads like Japan, You may collect vehicles for both. This is because, when the number of vehicles waiting for a left turn increases on a left-handed road like Japan, it is possible to prevent a straight vehicle following the vehicle waiting for a left turn from smoothly passing through the intersection.

  In the above-described first to third embodiments, the generated traffic volume and the disappeared traffic volume at any link calculated by the traffic volume calculation unit 12 according to the OD traffic volume (OD table) correspond to vehicles that are not dummy vehicles. Yes, a vehicle that is released or collected as a correction term (starting traffic volume or ending traffic volume) is a dummy vehicle or a vehicle that is not a dummy vehicle. The frequency or the number of dummy vehicles to be released or collected is preferably as small as possible. Therefore, when collecting a vehicle or discharging a vehicle, the following can be performed.

  FIG. 33 is an explanatory view showing an example of a vehicle on a link. As shown in FIG. 33, it is assumed that, for example, four non-dummy vehicles (with patterns) and two dummy vehicles (without patterns) are traveling on the link 1. The links 1 and 2 have dummy links in the form of being attached to each other.

  A dummy link (also referred to as a dummy link) is a virtual link provided for each link. For example, a dummy link is provided to handle inflow and outflow of vehicles to and from a road such as a narrow street not represented in the simulation. ing. The dummy link is not displayed as a virtual link on the screen of the traffic simulator, but is a space for waiting a vehicle (dummy vehicle or a vehicle that is not a dummy vehicle) collected from the link in the simulation.

  In the simulation, the simulation result and the actual measurement value are obtained by moving the vehicle of the difference between the simulation result and the actual measurement value to the dummy link, that is, the dummy link that is a road not represented in the simulation. Correct to match.

  In the above-described embodiment, the generation and extinguishing unit 17 has a function as a prohibition unit that prohibits re-release of the dummy vehicle when the vehicle (dummy vehicle) to which the identification code is given is preferentially collected. When the dummy vehicle is collected with priority, the collected dummy vehicle can be left extinct. Specific examples will be described below.

  First, an example of collecting a vehicle will be described. FIG. 34 is an explanatory diagram showing an example of a method for preferentially collecting dummy vehicles. The example of FIG. 34 shows an example of preferentially collecting dummy vehicles when three vehicles are collected from the vehicles on the link 1 illustrated in FIG. In the example of FIG. 33, there are two dummy vehicles and four non-dummy vehicles on the link 1. When recovering three vehicles from the link 1, the dummy vehicles are prioritized and all the two dummy vehicles are recovered, and one insufficient recovery vehicle is recovered from a vehicle that is not a dummy vehicle. In this case, since the space between the extracted portions of the dummy vehicle is free, the subsequent vehicle is stuffed forward in order to correctly express the traffic jam length and the like.

  As shown in FIG. 34, of the collected vehicles, a vehicle that is not a dummy vehicle is moved to a dummy link provided adjacent to the link 1 so as to be re-released to the downstream side of the link 1 (for example, the link 2). A vehicle that is not the dummy vehicle waits for re-release on the downstream side of the link 1.

  Further, as shown in FIG. 34, among the collected vehicles, the dummy vehicle disappears without moving to the dummy link adjacent to the link 1. The dummy vehicle will not be released again.

  Next, another example of collecting the vehicle will be described. FIG. 35 is an explanatory diagram showing an example of a method of collecting from a vehicle at the end of a traffic jam. The example of FIG. 35 shows an example of recovering the vehicle from the end of the traffic jam when recovering three vehicles from the vehicle on the link 1 illustrated in FIG. In the example of FIG. 33, there are two dummy vehicles and four non-dummy vehicles on the link 1. When collecting three vehicles from the link 1, three vehicles are collected from the end of the traffic jam: a vehicle that is not a dummy vehicle, a dummy vehicle, and a vehicle that is not a dummy vehicle. In this case, as a result, two non-dummy vehicles and one dummy vehicle are collected.

  When collecting a vehicle, if the collected vehicle is a vehicle that is not a dummy vehicle, the vehicle moves to a dummy link and waits for a re-release on the downstream side of the link 1. In the example of FIG. 35, two non-dummy vehicles are moved to the dummy link. Further, when the collected vehicle is a dummy vehicle, the vehicle is eliminated without moving to the dummy link. In the example of FIG. 35, one dummy vehicle is extinguished without being re-released. When collecting the vehicle from the end of the traffic jam, it is not necessary to pack the vehicle forward.

  In addition to the method of collecting from the end of the traffic jam, there is a method of collecting the vehicle from the head of the traffic jam. For example, when collecting a vehicle, first, the dummy vehicle is first collected, and even if all the dummy vehicles are collected, it is still necessary to collect the vehicle. to recover. In the case of collecting from the head vehicle, there is a space ahead in front of the succeeding vehicle, and therefore processing to pack the succeeding vehicle forward is necessary. If a vehicle is collected from the end of the traffic jam and the collected vehicle is not a dummy vehicle, it will flow through the dummy link to the downstream of the link before the vehicle on the link. If a situation occurs, but the overtaking condition is acceptable, the process of closing the vehicle forward becomes unnecessary by collecting from the end of the traffic jam.

  A specific example in the case where a dummy vehicle and a vehicle that is not a dummy vehicle coexist in the starting point traffic volume (the released vehicle) generated by the starting point / end point generation unit 14 will be described.

  When releasing a vehicle, the vehicle is collected from the link by the most recent (previous) correction cycle, and if there is a vehicle that has not been released again at the link downstream intersection in the current correction cycle, the vehicle is given priority. Release on the link. That is, when the vehicle is released to the link in the correction term, if there is a vehicle on the dummy link, the vehicle on the dummy link is returned to the link (main line) and then (number to be released-returned from the dummy link) Number) as a dummy vehicle. For example, the required number of vehicles to be released (starting traffic at the link downstream intersection) is 10, and vehicles that have not been released at the downstream intersection (among those vehicles that are re-released at the downstream intersection with the end traffic) If the number of vehicles that are not clear is seven, seven are returned on the link (release), and three are released as dummy vehicles.

  The reason why a vehicle that cannot be re-released may remain during the correction period (for example, 50 seconds) is that the maximum discharge amount (for example, 2500 vehicles / lane / hour) at the time of re-release at the downstream intersection This is because it is re-released to fall below. The maximum discharge amount is the total number of vehicles flowing out from the regular link and re-release vehicles from the dummy link. Since the downstream load increases when 2500 or more vehicles flow into the downstream link, the maximum discharge amount is set as the upper limit.

  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.

DESCRIPTION OF SYMBOLS 10 Traffic simulator 11 Simulator engine part 12 Traffic volume calculation part (traffic volume calculation means)
13 Estimated traffic jam length calculation unit (traffic jam length estimation means)
14 Start point / end point generation unit (generation means)
15 Correction number calculation unit (correction number calculation means)
16 Outflow number calculation part (outflow number calculation means)
17 Generation / annihilation part (generation means, extinction means)
18 storage unit 19 evaluation condition setting unit (evaluation condition setting means)
20 Dischargeable traffic calculation section (Dischargeable traffic calculation means)
21 Identification code assigning unit 22 Estimated traffic volume calculating unit (traffic volume estimating means)
23 Traffic Judgment Unit 30 Queue Length Calculation Unit (Queue Length Estimator)
31 Signal information determination unit (determination means)
32 Vehicle collection unit (collection means)
33 Re-release part

Claims (13)

A traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
And the evaluation condition setting means for setting an evaluation condition for evaluating the traffic metrics, including astringency Todokocho,
A congestion length estimating means for estimating an estimated congestion length of the vehicle at the link arbitrary,
Before setting the evaluation condition by the evaluation condition setting means, based on the actual traffic jam length of the vehicle at the link for each arbitrary cycle and the estimated traffic jam length estimated by the traffic jam length estimation means, the link for each cycle Generating means for generating a corrected departure traffic volume that does not depend on the departure / end point information or a corrected arrival traffic volume that does not depend on the departure / end point information ;
Recording means for recording the corrected departure traffic volume or the corrected arrival traffic volume generated by the generation means for each period;
After the evaluation condition is set by the evaluation condition setting means, the corrected departure traffic volume recorded by the recording means is discharged by the link and the corrected arrival traffic volume recorded by the recording means is collected by the link every cycle. A traffic evaluation apparatus comprising: a discharge collection means for performing A traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
An evaluation condition setting means for setting an evaluation condition for evaluating the traffic metrics including traffic volume,
And the traffic volume estimating means for estimating the estimated traffic volume in the link of arbitrary,
Before setting the evaluation condition by the evaluation condition setting means, based on the actual traffic volume of the vehicle at the link for each period and the estimated traffic volume estimated by the traffic volume estimation means, the link for each period. Generating means for generating a corrected departure traffic volume that does not depend on the departure / end point information or a corrected arrival traffic volume that does not depend on the departure / end point information ;
Recording means for recording the corrected departure traffic volume or the corrected arrival traffic volume generated by the generation means for each period;
After the evaluation condition is set by the evaluation condition setting means, the corrected departure traffic volume recorded by the recording means is discharged by the link and the corrected arrival traffic volume recorded by the recording means is collected by the link every cycle. A traffic evaluation apparatus comprising: a discharge collection means for performing After the evaluation condition is set by the evaluation condition setting means, when the corrected arrival traffic is collected at an arbitrary cycle by the release collection means at an arbitrary cycle, the corrected arrival traffic to be collected and the traffic at the link are A first comparison means for comparing,
The release recovery means includes
If the correction arrive traffic recovering is larger than the traffic amount in the link, the traffic volume in the link is recovered as the correction arrive traffic, difference traffic volume of the traffic in the link and the correction arrive traffic The traffic evaluation apparatus according to claim 1, wherein the traffic evaluation device is added to the corrected arrival traffic volume of the next cycle of the cycle. After the evaluation condition is set by the evaluation condition setting means, when the corrected starting traffic is released at an arbitrary cycle by the release collection means at an arbitrary cycle, the corrected starting traffic and the traffic that can be discharged to the link are released. A second comparison means for comparing
The release recovery means includes
If the correction start traffic which release is larger than the traffic amount that can be discharged to the link, the traffic volume that can be output dissipating released as a correction starting traffic, traffic releasable to the link and the release correction starting traffic The traffic evaluation apparatus according to any one of claims 1 to 3, wherein the difference traffic volume is added to the corrected departure traffic volume in the next cycle of the cycle.   5. The dischargeable traffic volume calculating means for calculating the traffic volume that can be discharged from the link based on a difference between the number of vehicles that can exist on the link and the number of vehicles that exist on the link. Traffic evaluation device. A traffic evaluation apparatus for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
An evaluation condition setting means for setting an evaluation condition for evaluating the traffic metrics, including a wait queue length,
Signal information acquisition means for acquiring signal information of an intersection on the downstream side of an arbitrary link every arbitrary period;
Before setting an evaluation condition in the evaluation condition setting means, and the queue length estimation means for estimating the queue length in a direction crossing the opposing straight vehicle at the intersection of the pre-SL period,
Determining means for determining whether a signal for the link at the intersection is red in the current cycle and blue in the latest cycle;
If it is determined that the condition is not satisfied by the determination means, a recovery means for recovering from the link a number of vehicles corresponding to a length obtained by subtracting a predetermined length from the queue length estimated by the queue length estimation means;
Recording means for recording the number of vehicles recovered by the recovery means for each cycle;
The recovery means includes
A traffic evaluation apparatus configured to collect the number of vehicles recorded by the recording means by the link for each cycle after setting the evaluation conditions by the evaluation condition setting means. A traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
And estimating means for estimating a traffic evaluation index at the link of arbitrary,
Based on the estimated traffic metrics estimated by the measured traffic metric and said estimating means in the link, does not rely on correct starting traffic or the standing end point information does not rely on the force end point information in said link for each arbitrary period And generating means for generating corrected arrival traffic,
The generating means includes
The traffic evaluation is characterized in that when there is a vehicle that could not be released to the link as a corrected starting traffic volume in the latest cycle, the vehicle is preferentially released to the link in the current cycle. apparatus. The computer, the computer program for executing the steps of each of the plurality of vehicles both outputs traffic metrics by simulating running one or more links composing the road network based on individual raised end point information,
On the computer ,
Estimating an estimated congestion length of the vehicle at the link arbitrary,
Before setting the evaluation condition for evaluating the traffic evaluation index including the congestion length, based on the actual measured congestion length of the vehicle at the link and the estimated estimated congestion length for each cycle, the link for each cycle Generating a corrected departure traffic amount not depending on the origin / end point information or a corrected arrival traffic amount not depending on the origin / end point information ;
Recording the generated corrected departure traffic volume or corrected arrival traffic volume for each period;
A computer program that, after setting the evaluation condition, causes the recorded corrected departure traffic volume to be released by the link and the recorded corrected arrival traffic volume to be recovered by the link for each period. The computer, the computer program for executing the steps of each of the plurality of vehicles both outputs traffic metrics by simulating running one or more links composing the road network based on individual raised end point information,
On the computer ,
And the step of estimating the estimated traffic volume in the link of arbitrary,
Before setting the evaluation condition for evaluating the traffic evaluation index including the traffic volume, based on the measured traffic volume of the vehicle and the estimated estimated traffic volume at the link at any cycle, the link at each cycle Generating a corrected departure traffic amount not depending on the origin / end point information or a corrected arrival traffic amount not depending on the origin / end point information ;
Recording the generated corrected departure traffic volume or corrected arrival traffic volume for each period;
A computer program that, after setting the evaluation condition, causes the recorded corrected departure traffic volume to be released by the link and the recorded corrected arrival traffic volume to be recovered by the link for each period. The computer, the computer program for executing the steps of each of the plurality of vehicles both outputs traffic metrics by simulating running one or more links composing the road network based on individual raised end point information,
On the computer ,
Before setting an evaluation condition for evaluating the traffic metrics, including a wait queue length, estimates the queue length in a direction crossing the opposing straight vehicle on the downstream side of the intersection of the link of the period of arbitrary Steps,
Determining whether a signal for the link at the intersection is red in the current period and blue in the most recent period;
If it is determined that the condition is not satisfied, a number of vehicles corresponding to a length obtained by subtracting a predetermined length from the estimated queue length is collected from the link;
Recording the number of recovered vehicles for each cycle;
And a step of collecting the recorded number of vehicles by the link for each cycle after setting the evaluation condition. Oite traffic evaluation method according to the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
Estimating an estimated congestion length of the vehicle at the link arbitrary,
Before setting the evaluation condition for evaluating the traffic evaluation index including the congestion length, based on the actual measured congestion length of the vehicle at the link and the estimated estimated congestion length for each period, the period Generating a corrected starting traffic that does not depend on the origin / destination information on a link or a corrected arrival traffic that does not depend on the origin / endpoint information ;
Recording the generated corrected departure traffic volume or corrected arrival traffic volume for each period;
After setting the evaluation condition, for each cycle, releasing the recorded corrected departure traffic volume at the link and collecting the recorded corrected arrival traffic volume at the link. Method. Oite traffic evaluation method according to the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
And the step of estimating the estimated traffic volume in the link of arbitrary,
Before setting the evaluation condition for evaluating the traffic evaluation index including the traffic volume, based on the measured traffic volume and the estimated estimated traffic volume of the vehicle at the link for each cycle, the cycle Generating a corrected starting traffic that does not depend on the origin / destination information on a link or a corrected arrival traffic that does not depend on the origin / endpoint information ;
Recording the generated corrected departure traffic volume or corrected arrival traffic volume for each period;
After setting the evaluation condition, for each cycle, releasing the recorded corrected departure traffic volume at the link and collecting the recorded corrected arrival traffic volume at the link. Method. Oite traffic evaluation method according to the traffic evaluation device for outputting traffic metrics by each of the plurality of vehicles both to simulate running one or more links composing the road network based on individual raised end point information,
Acquiring signal information of the downstream side of the intersection of the link arbitrary for each arbitrary period,
Before setting an evaluation condition for evaluating the traffic metrics, including a queue length, estimating a queue length in a direction crossing the opposing straight vehicle at the intersection of the pre-SL period,
Determining whether a signal for the link at the intersection is red in the current period and blue in the most recent period;
If it is determined that the condition is not satisfied, the number of vehicles corresponding to a length obtained by subtracting a predetermined length from the estimated queue length is collected from the link; and
Recording the number of recovered vehicles for each cycle;
Collecting the recorded number of vehicles by the link for each cycle after setting the evaluation condition.

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