JP5494605B2 - Traffic evaluation apparatus, computer program, and traffic evaluation method - Google Patents

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 a 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 a traffic evaluation index such as a traffic jam length.

  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

  If the purpose of evaluation by the traffic simulator is to compare the current traffic situation and the traffic situation after the traffic environment changes, the current reproducibility of the traffic simulator is an important factor when comparing the traffic situation. In the case of reproducing a traffic evaluation index assuming an actual road network, in a conventional traffic simulator, input data such as a vehicle traveling speed, acceleration / deceleration characteristics, and OD traffic volume are obtained as actual traffic information. Should be set to match. 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 and the current reproducibility is low as a result of accumulation of the difference as the simulation time elapses.

  On the other hand, in order to reproduce the traffic situation, it is also possible to use a method of matching the traffic evaluation index such as the congestion length and traffic volume obtained by the simulator with the actually measured traffic evaluation index. However, since this method matches the measured values of the traffic index with the simulation results, the traffic evaluation index actually measured and the simulation results (in the simulator) necessary for evaluating the reproducibility of the traffic situation by the traffic simulator. There is a problem that the correlation with the obtained traffic evaluation index) cannot be obtained, and the reproducibility of the traffic situation by the traffic simulator cannot be evaluated.

  The present invention has been made in view of such circumstances, a traffic evaluation device capable of evaluating the reproducibility of traffic conditions, a computer program for realizing the traffic evaluation device, and a traffic evaluation by the traffic evaluation device. It aims to provide a method.

A traffic evaluation apparatus according to a first aspect of the present invention is a traffic evaluation apparatus that outputs a traffic evaluation index by simulating traveling of one or a plurality of links constituting a road network based on individual start / end point information. The estimation means for estimating the traffic evaluation index at an arbitrary link, and the normal simulation at the link so that the measured traffic evaluation index at the link and the estimated traffic evaluation index at the link estimated by the estimation means match. Generating means for generating a corrected starting traffic amount that does not depend on the start / end point information or a corrected arrival traffic amount that does not depend on the start / end point information as a dummy simulated vehicle that is a vehicle and / or a dummy vehicle other than the regular simulated vehicle; to release or recover the simulated vehicle on any link as the correction starting traffic or correction arrived traffic, and the dummy link to correspond to the link, the phosphorus Number N1 of the normal simulated vehicle over a number of vehicles calculating means for calculating the number N3 of the normal simulated vehicle on the number N2 and the dummy link dummy simulated vehicle on the link calculated in said vehicle number calculating means characterized in that it comprises a number N1 of the normal simulated vehicle, and an evaluation means for evaluating the reproducibility of the transportation metric based on the number N3 of normal simulated vehicle on the number N2 and the dummy link dummy simulated vehicle And

Traffic evaluation apparatus according to the second invention, in the first invention, the Review Ataite stage, the number N1 / (pre Symbol table number N1 + alpha × before Symbol table number N2 + beta × before Symbol table number N3) (However, alpha and β is characterized in that the reproducibility is evaluated by the formula of weighting coefficient).

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 the generation means outputs a dummy corresponding to the link when the required simulated vehicle is discharged as the corrected starting traffic volume to an arbitrary link. When there are more required simulated vehicles than regular simulated vehicles on the link, a dummy simulated vehicle corresponding to the difference between the required simulated vehicle and the regular simulated vehicle on the dummy link is released to the link. It is configured as described above.

Traffic evaluation apparatus according to the fourth invention, in any one of the first invention to third invention, the generating unit, when recovering the required simulated vehicle as the correction it arrives traffic from any link recovery When there is a regular simulated vehicle in the simulated vehicle, the regular simulated vehicle is moved onto the dummy link corresponding to the link, and when there is a dummy simulated vehicle in the collected simulated vehicle, The dummy simulation vehicle is configured to disappear.

A computer program according to the fifth invention, the computer a respective plurality of vehicles to assess the reproducibility of the traffic metrics by simulating running one or more links composing the road network based on individual electromotive end point information a computer program for functioning as an evaluation unit, the computer, the estimated traffic metrics in actual traffic metrics and the link that is estimated in the estimating means and the link to estimate the traffic metrics at any link match As described above, the corrected departure traffic amount that does not depend on the start / end point information or the correction that does not depend on the start / end point information as a dummy simulated vehicle that is a regular simulated vehicle and / or a dummy simulated vehicle other than the regular simulated vehicle at the link Generation means for generating arrival traffic, the number N1 of regular simulated vehicles on the link , and dummy simulated vehicles Calculating means for calculating the number N3 of regular simulated vehicles on a dummy link corresponding to the link in order to release or collect the simulated vehicle at an arbitrary link as the number N2 and the corrected departure traffic volume or the corrected arrival traffic volume ; , the number N1 of the normal simulated vehicle on calculated said link, dummy simulated vehicle number N2 and evaluation means for evaluating the reproducibility of the transportation metric based on the number N3 of normal simulated vehicle on the dummy link characterized in that to function as a.

A traffic evaluation method according to a sixth aspect of the present invention provides a traffic evaluation apparatus that outputs a traffic evaluation index by simulating traveling of one or a plurality of links constituting a road network based on individual start / end point information. In the evaluation method, the step of estimating the traffic evaluation index at an arbitrary link by the estimating means matches the actual traffic evaluation index at the link and the estimated traffic evaluation index at the estimated link. And a means for generating a corrected starting traffic that does not depend on the start / end point information or a corrected arrival traffic that does not depend on the start / end point information as a dummy simulated vehicle that is a normal simulated vehicle and / or a dummy simulated vehicle other than the normal simulated vehicle. and There and generating, number N1 of the normal simulated vehicle on the link, the dummy number N2 and the correction starting traffic simulated vehicle or the correction arrive traffic And calculating the number N3 of regular simulated vehicles on the dummy link corresponding to the link in order to release or collect the simulated vehicle at an arbitrary link, and calculating the regular simulation on the calculated link characterized in that it comprises a answering step to evaluate the number N1, dummy simulated vehicle number N2 and evaluation means the reproducibility of transportation metric based on the number N3 of normal simulated vehicle on the dummy link of the vehicle And

In the first invention, the fifth invention, and the sixth invention, the traffic evaluation index at an arbitrary link is estimated. The traffic evaluation index is, for example, a traffic jam length, a traffic volume, a queue length (the number of queues), and the like.

And, the actual simulated vehicle evaluation index (actually measured traffic evaluation index) at an arbitrary link and the estimated traffic evaluation index estimated at the link match with each other so that a regular simulated vehicle (hereinafter referred to as a regular vehicle) And / or a dummy simulated vehicle (hereinafter also referred to as a dummy vehicle), a starting traffic volume (corrected starting traffic volume) or an ending traffic volume (corrected arrival traffic volume) is generated. The dummy simulated vehicle is a vehicle other than the regular simulated vehicle among the simulated vehicles. The starting traffic volume is a traffic volume due to a vehicle released to the link in order to make a traffic evaluation index coincide with an actual measurement value, and includes one or both of a regular vehicle and a dummy vehicle. Further, the end point traffic volume is a traffic volume by a vehicle collected from the link in order to make the traffic evaluation index coincide with the actual measurement value, and includes one or both of a regular vehicle and a dummy vehicle.

  The number of first regular vehicles, which is the number N1 of regular simulated vehicles on any link, and the number of dummy vehicles, which is the number N2 of dummy simulated vehicles, are calculated. An evaluation value for evaluating the reproducibility of the traffic evaluation index to be output is calculated based on the number of vehicles. For example, the evaluation value E can be obtained as a ratio of the number of first regular vehicles to the total value of the number of first regular vehicles and the number of dummy vehicles. For example, the greater the number of dummy vehicles released to the link as the starting traffic volume, the lower the reproducibility of the traffic situation by the traffic simulator. In this case, the smaller the evaluation value, the lower the reproducibility of the traffic situation. On the other hand, the smaller the number of dummy vehicles released to the link as the starting traffic volume, the higher the traffic situation reproducibility by the traffic simulator. In this case, the greater the evaluation value, the higher the traffic situation reproducibility. By determining the evaluation value, the reproducibility of traffic conditions can be evaluated.

  Then, the number of second regular vehicles, which is the number N3 of regular simulated vehicles on the dummy link, is calculated, the number of first regular vehicles on the arbitrary link, the number of dummy vehicles, and the dummy link corresponding to the arbitrary link Based on the number of second regular vehicles, an evaluation value for evaluating the reproducibility of the traffic evaluation index to be output is calculated. For example, the evaluation value E can be obtained as a ratio of the number of first regular vehicles to the total value of the number of first regular vehicles, the number of second regular vehicles, and the number of dummy vehicles. For example, the more the number of dummy vehicles that are released to the link as the starting traffic volume or the more regular vehicles that are collected from the link as the end traffic volume, the lower the traffic situation reproducibility by the traffic simulator. It can be said that the reproducibility is low. Conversely, the number of dummy vehicles released to the link as the starting traffic volume or the fewer regular vehicles collected from the link as the end traffic volume, the higher the reproducibility of traffic conditions by the traffic simulator. In this case, the larger the evaluation value, the more traffic It can be said that the reproducibility of the situation is high. By determining the evaluation value, the reproducibility of traffic conditions can be evaluated.

In the second aspect of the invention, the evaluation value is calculated by the equation of the number of first regular vehicles / (first number of regular vehicles + α × second number of regular vehicles + β × number of dummy vehicles). However, α and β are weighting coefficients, for example, α = 0 to 1 and β = 0 to 1. Depending on the traffic situation, the number of dummy vehicles on any link (number of dummy vehicles) may be weighted with a large coefficient, or the number of regular vehicles on the dummy link (number 2 (the number of regular vehicles) can be weighted with a large coefficient, and an evaluation value can be obtained using an optimum evaluation formula according to traffic conditions.

In the third aspect of the invention, when a required vehicle (simulated vehicle) is released as an origin traffic volume to an arbitrary link, it is more necessary than a regular vehicle existing (running) on a dummy link corresponding to the link. When the number of vehicles (the number of vehicles to be released) is large, that is, when the number of vehicles to be released is more than the regular vehicles existing on the dummy link, the difference between the required vehicle and the number of regular vehicles on the dummy link The corresponding dummy vehicle is discharged to the arbitrary link. By preferentially releasing the regular vehicles on the dummy links and making up the shortages with the dummy vehicles and releasing them, the increase in the number of dummy vehicles can be suppressed, so the reproducibility of the traffic situation can be improved. .

In the fourth invention, when a required vehicle (simulated vehicle) is collected as an end point traffic volume from an arbitrary link and there is a regular vehicle among the collected vehicles, the regular vehicle is set to an arbitrary link. When there is a dummy vehicle among the recovered vehicles that move to the corresponding dummy link, the dummy vehicle is extinguished. That is, since the collected dummy vehicles are not moved to the dummy links but are extinguished and are not re-released, it is possible to suppress an increase in the number of dummy vehicles, thereby improving the reproducibility of the traffic situation.

  According to the present invention, the reproducibility of traffic conditions can be evaluated.

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 this Embodiment. 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 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 vehicles from a link. It is explanatory drawing which shows an example of the method of collect | recovering from the vehicle of the traffic jam end. It is explanatory drawing which shows the other example of the vehicle on a link. It is explanatory drawing which shows an example of the method of discharging a vehicle to a link. It is explanatory drawing which shows an example of the state of the vehicle on simulation. It is a flowchart which shows the process sequence in the case of employ | adopting the estimated traffic jam length of the traffic simulator of this Embodiment. It is a flowchart which shows the process sequence in the case of employ | adopting the estimated traffic jam length of the traffic simulator of this Embodiment. It is a flowchart which shows the process sequence in the case of employ | adopting the estimated traffic jam length of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the traffic volume correction | amendment by the traffic simulator of this 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 in the case of employ | adopting the estimated traffic volume of the traffic simulator of this Embodiment. It is a flowchart which shows the process sequence in the case of employ | adopting the estimated traffic volume of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the dummy link in the case of collect | recovering vehicles from a link. It is a flowchart which shows the process sequence in the case of employ | adopting the queue length of the traffic simulator of this Embodiment. It is a flowchart which shows the process sequence in the case of employ | adopting the queue length of the traffic simulator of this Embodiment.

  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. Output traffic evaluation indexes such as congestion length, travel time, queue length (number of queues) 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.

  FIG. 5 is a block diagram showing a configuration example of a traffic simulator 10 as an example of a traffic evaluation apparatus according to the present 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 Based on the traffic volume calculated by the traffic volume calculation unit 12, the estimated traffic jam length calculation unit 13 calculates (estimates) the estimated traffic jam length at each link, and at each link based on the traffic volume calculated by the traffic volume calculation unit 12. Based on the traffic volume calculated by the traffic volume calculation unit 14 and the traffic volume calculation unit 12, the queue length in the direction intersecting with the oncoming straight vehicle at the downstream intersection of each link is calculated. Queue length calculation unit 15 to calculate (estimate), signal information determination unit 16 to determine a signal for the link at the downstream intersection of each link, estimated traffic evaluation such as estimated traffic jam length, estimated traffic volume or estimated queue length The starting point / end point generating unit 17 for generating the starting point traffic volume and the ending point traffic amount so as to match the actually measured traffic evaluation index, the storage unit 18 for storing predetermined information, the end point traffic volume generated by the starting point / end point generating unit 17 or A generation / disappearance unit 19 that generates or disappears traffic on the downstream side of the link corresponding to the starting traffic, an evaluation value calculation unit 20 that calculates an evaluation value, and the like are provided.

  In the traffic simulator 10, 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 links intersect. Data such as signal information is given.

  The traffic simulator 10 outputs a traffic evaluation index (estimated traffic evaluation index) such as the congestion length of each link, the travel time of the vehicle, the traffic volume, the queue length (the number of queues) 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 a traffic volume (generated traffic volume) and an arbitrary link between the start point and the end point. To calculate the traffic volume that disappears (disappearance traffic volume). The traffic volume that occurs or disappears at any link is the traffic volume of a regular vehicle that travels from the start point to the end point according to the OD information (OD traffic volume). In addition, a regular vehicle means vehicles other than the below-mentioned dummy vehicle among vehicles (simulated vehicles).

  Based on the traffic volume calculated by the traffic volume calculation unit 12, the estimated traffic jam length calculation unit 13 calculates (estimates) the estimated traffic jam length of the vehicle at an arbitrary link for each arbitrary correction period. 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.

  Based on the traffic volume calculated by the traffic volume calculation unit 12, the estimated traffic volume calculation unit 14 calculates (estimates) the estimated traffic volume at an arbitrary link for each arbitrary correction period. 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.

  Based on the traffic volume calculated by the traffic volume calculation unit 12, the queue length calculation unit 15 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. To do. 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 starting point / end point generation unit 17 matches the estimated (calculated) traffic evaluation index such as the estimated traffic jam length, the estimated traffic volume, and the estimated queue length with the actually measured traffic evaluation index (that is, as a correction term). Apart from the generated traffic volume and the extinct traffic volume at any link calculated by the calculation unit 12, the starting traffic volume or the end traffic volume is generated at the link.

  The starting traffic volume is a traffic volume due to a vehicle released to the link in order to make the estimated traffic evaluation index coincide with an actual measurement value, and includes one or both of a regular vehicle and a dummy vehicle. Further, the end point traffic volume is a traffic volume by a vehicle collected from the link in order to make the estimated traffic evaluation index coincide with the actual measurement value, and includes one or both of a regular vehicle and a dummy vehicle. The dummy vehicle is a virtual (for convenience) vehicle that is released to the link or collected from the link in order to match the estimated traffic evaluation index with the actual measurement value, and is a vehicle other than the regular vehicle among the vehicles.

  Next, the case where the estimated traffic jam length is adopted as the estimated traffic evaluation index will be described. The start point / end point generation unit 17 has an estimation error that is a difference between the actual traffic jam length of the vehicle at an arbitrary link and the estimated traffic jam length calculated by the estimated traffic jam length calculation unit 13 to be zero or minimum (the estimation error is a link described later). The starting traffic volume or the ending traffic volume is generated so as to substantially match the eigenvalue of Thereby, the estimated traffic jam length is corrected.

  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, either or both of the regular vehicles are released, or either the dummy vehicle or the regular vehicle or both are collected as the end point traffic volume (traffic volume end point) so that the estimated congestion length matches the actually measured congestion length. The estimated traffic jam length is corrected.

  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. . That is, the length of the traffic jam is increased by adding the release vehicle to the vehicle traveling on the link.

  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. That is, the congestion length is shortened by subtracting the collected vehicle from the vehicle traveling on the link.

  As described above, in order to adjust the traffic evaluation index (for example, the congestion length), the starting traffic volume or the ending traffic volume is generated at the link separately from the traffic volume calculated at an 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.

  When the starting point / end point generating unit 17 generates a starting point traffic volume at an arbitrary link, the generation / annihilation unit 19 deletes (recovers) the same traffic volume 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 17 generates the end point traffic volume at an arbitrary link, the generation / annihilation unit 19 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.

  In accordance with the OD traffic volume (OD table), the generated traffic volume and the extinguished traffic volume at any link calculated by the traffic volume calculation unit 12 correspond to regular vehicles that are not dummy vehicles, and correction terms (starting traffic volume or Vehicles released or collected as (end-point traffic) correspond to either dummy vehicles or regular vehicles or both. Hereinafter, a method will be described in a case where the vehicle is collected from the link as the end point traffic volume and a case where the vehicle is discharged to the link as the start point traffic volume.

  FIG. 8 is an explanatory diagram showing an example of a vehicle on a link. It is assumed that, for example, four regular vehicles (with patterns) that are not dummy vehicles 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.

  FIG. 9 is an explanatory diagram showing an example of a method for collecting a vehicle from a link. The example of FIG. 9 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. 8, two dummy vehicles and four regular vehicles exist 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 recovered vehicle is recovered from the regular vehicle. In addition, since the space between the extracted portions of the dummy vehicle is free, the subsequent vehicle is packed forward in order to correctly express the traffic jam length and the like.

  As shown in FIG. 9, among the collected vehicles, the regular vehicle is moved to a dummy link attached to the link 1 so as to be re-released to the downstream side of the link 1 (for example, the link 2). Waiting for re-release. Of the collected vehicles, the dummy vehicle disappears without moving to the dummy link adjacent to the link 1 and is not re-released to the link.

  Next, another example of collecting the vehicle will be described. FIG. 10 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. 10 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. 8, two dummy vehicles and four regular vehicles exist on the link 1. When three vehicles are collected from the link 1, three vehicles, a regular vehicle, a dummy vehicle, and a regular vehicle, are collected from the end of the traffic jam. In this case, as a result, two regular vehicles and one dummy vehicle are collected.

  When collecting the vehicle, if the collected vehicle is a regular 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. 10, two regular 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. 10, 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 vehicles, the dummy vehicles are first collected preferentially, and if all the dummy vehicles are collected and the vehicles still need to be collected, they are collected from the leading vehicle (regular vehicle). . 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 the vehicle is collected from the end of the traffic jam and the collected vehicle is a regular vehicle, it will flow through the dummy link to the downstream of the link before the vehicle on the link. Although it occurs, if the overtaking state is acceptable, it is not necessary to pack the vehicle forward by collecting from the end of the traffic jam.

  Next, a case where the vehicle is discharged to the link will be described. FIG. 11 is an explanatory diagram showing another example of a vehicle on a link. The links 1 and 2 have dummy links in the form of being attached to each other. It is assumed that, for example, three regular vehicles (with patterns) travel on the link 1 and two regular vehicles travel on the dummy link corresponding to the link 1.

  FIG. 12 is an explanatory view showing an example of a method for discharging a vehicle to a link. The example of FIG. 12 shows an example in which, for example, three vehicles are released on the link 1 illustrated in FIG. 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 regular vehicle on the dummy link, the regular vehicle on the dummy link is returned to the link (main line), and then (number to be released-from the dummy link) The number of units returned) is released as a dummy vehicle.

  In the example of FIG. 12, assuming that the required number of discharges (starting traffic volume at the downstream link intersection) is three and that there are two regular vehicles on the dummy link, the two regular vehicles on the dummy link are returned to the link. (Release) One of the shortage (3 units-2 units) is released as a dummy vehicle.

  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.

  As described above, when a vehicle (regular vehicle, dummy vehicle) is released to the link as an origin traffic volume at an arbitrary link, or a vehicle (regular vehicle, dummy vehicle) is collected from the link as an end traffic volume, the link (main line) In the actual lane), regular vehicles and dummy vehicles are mixed. Moreover, a regular vehicle exists in the dummy link. In addition, since the dummy vehicle collected from the link disappears without moving to the dummy link, it is not necessary to consider the dummy vehicle on the dummy link.

  In order to evaluate the reproducibility of the traffic situation by the traffic simulator, it is necessary to obtain the correlation between the actually measured traffic evaluation index and the simulation result (traffic evaluation index obtained by the simulator). Therefore, as an evaluation value (evaluation formula) for evaluating the reproducibility of the traffic situation by the traffic simulator, attention is paid to the regular vehicle and the dummy vehicle on the link, and the evaluation value (evaluation formula) is obtained based on the number of these vehicles.

  FIG. 13 is an explanatory diagram showing an example of the state of the vehicle on the simulation. In the example of FIG. 13, the link 1 (actual lane) and the corresponding dummy link are illustrated. Four regular vehicles run on the link 1, and two regular vehicles exist on the dummy link. In other words, the simulation vehicle includes a first regular vehicle number N1 that is the number of regular vehicles existing on the link (actual lane), a dummy vehicle number N2 that is the number of dummy vehicles present on the link (actual lane), and a dummy A second regular vehicle number N3 that is the number of regular vehicles present on the link can be considered.

  The evaluation value calculation unit 20 calculates the above-described first regular vehicle number N1, dummy vehicle number N2, and second regular vehicle number N3.

  In addition, the evaluation value calculation unit 20 calculates the evaluation value E by an expression of the first regular vehicle number N1 / (first regular vehicle number N1 + α × dummy vehicle number N2 + β × second regular vehicle number N3). However, α and β are weighting coefficients, for example, α = 0 to 1 and β = 0 to 1. The number of first regular vehicles N1, the number of dummy vehicles N2, and the number of second regular vehicles N3 are the cumulative values of the number of regular vehicles and the number of dummy vehicles calculated for each of the links included in the simulation target, and the evaluation value calculation target time. It is assumed that a cumulative value of evaluation values calculated once or a plurality of times is included.

  The above-mentioned weighting coefficients can be set to α = 1 and β = 0, for example. In this case, the evaluation value E can be obtained by the equation E = N1 / (N1 + N2). That is, the evaluation value calculation unit 20 calculates the first regular vehicle number N1 that is the number of regular vehicles on any link and the dummy vehicle number N2 that is the number of dummy vehicles, and calculates the first number on the calculated arbitrary link. An evaluation value for evaluating the reproducibility of the traffic evaluation index to be output is calculated based on the number of regular vehicles N1 and the number of dummy vehicles N2. In this case, for example, the evaluation value E can be obtained as a ratio of the first regular vehicle number N1 to the total value of the first regular vehicle number N1 and the dummy vehicle number N2.

  As the number of dummy vehicles released to the link as the starting traffic volume increases, the traffic situation reproducibility by the traffic simulator becomes lower. In this case, the smaller the evaluation value, the lower the traffic situation reproducibility. On the other hand, the smaller the number of dummy vehicles released to the link as the starting traffic volume, the higher the traffic situation reproducibility by the traffic simulator. In this case, the greater the evaluation value, the higher the traffic situation reproducibility. By determining the evaluation value, the reproducibility of traffic conditions can be evaluated. In the above example, the evaluation value E is calculated by the equation E = N1 / (N1 + N2), but is not limited to this. For example, you may obtain | require by the formula of E = (N1 + N2) / N1. In this case, the larger the evaluation value, the worse the reproducibility of the traffic situation by the traffic simulator.

  Moreover, the above-mentioned weighting coefficient can be set to α = 1 and β = 1, for example. In this case, the evaluation value E can be obtained by an equation of E = N1 / (N1 + N2 + N3). That is, the evaluation value calculation unit 20 outputs the traffic based on the first regular vehicle number N1 and the dummy vehicle number N2 on an arbitrary link and the second regular vehicle number N3 on the dummy link corresponding to the arbitrary link. An evaluation value for evaluating the reproducibility of the evaluation index is calculated. For example, the evaluation value E can be obtained as a ratio of the first regular vehicle number N1 to the total value of the first regular vehicle number N1, the dummy vehicle number N2, and the second regular vehicle number N3.

  The more the number of dummy vehicles released to the link as the starting traffic volume or the more regular vehicles that are collected from the link as the end traffic volume, the lower the traffic situation reproducibility by the traffic simulator. In this case, the smaller the evaluation value, the more the traffic situation is reproduced. It can be said that the nature is low. Conversely, the number of dummy vehicles released to the link as the starting traffic volume or the fewer regular vehicles collected from the link as the end traffic volume, the higher the reproducibility of traffic conditions by the traffic simulator. In this case, the larger the evaluation value, the more traffic It can be said that the reproducibility of the situation is high. By determining the evaluation value, the reproducibility of traffic conditions can be evaluated.

  In addition, the number of dummy vehicles on any link (number of dummy vehicles) may be weighted with a large coefficient depending on traffic conditions, or the number of regular vehicles on dummy links depending on traffic conditions. The (second regular vehicle number) can also be weighted with a large value coefficient, and an evaluation value can be obtained using an optimal evaluation formula according to traffic conditions.

  Further, as described with reference to FIGS. 8 to 10, when a required vehicle (simulated vehicle) is collected as an end point traffic volume from an arbitrary link, if there is a regular vehicle among the collected vehicles, the regular vehicle Is moved to a dummy link corresponding to an arbitrary link, and when there is a dummy vehicle among the collected vehicles, the dummy vehicle is extinguished. That is, since the collected dummy vehicles are not moved to the dummy links but are extinguished and are not re-released, it is possible to suppress an increase in the number of dummy vehicles, thereby improving the reproducibility of the traffic situation.

  In addition, as described with reference to FIGS. 11 and 12, when a required vehicle (simulated vehicle) as a starting traffic volume is discharged to an arbitrary link, the normal vehicle that exists (runs) on the dummy link corresponding to the link. When the required number of vehicles (the number of vehicles to be released) is greater than the number of vehicles, that is, when the number of vehicles to be released is greater than the regular vehicles existing on the dummy link, the required vehicles and the regular vehicles on the dummy link A dummy vehicle corresponding to the difference from the number is released to the arbitrary link. By preferentially releasing the regular vehicles on the dummy links and making up the shortages with the dummy vehicles and releasing them, the increase in the number of dummy vehicles can be suppressed, so the reproducibility of the traffic situation can be improved. .

  Next, operation | movement of the traffic simulator 10 of this Embodiment is demonstrated. FIG. 14, FIG. 15 and FIG. 16 are flowcharts showing processing procedures when the estimated traffic jam length of the traffic simulator 10 of the present embodiment is employed.

  The traffic simulator 10 determines whether or not a correction cycle (for example, 50 seconds) has passed (S11). If the correction cycle has passed (YES in step S11), that is, 50 seconds have passed since the previous correction timing. In this case, the actual traffic jam length is acquired (S12), the estimated traffic jam length is calculated (S13), and the estimation error (difference between the actual traffic jam length and the estimated traffic jam length) is calculated (estimated) (S14). If the correction period has not elapsed (NO in step S11), the traffic simulator 10 performs the processing after step S27 described later.

  The traffic simulator 10 determines whether or not the estimation error is greater than zero (S15). If the estimation error is greater than zero (YES in S15), it is determined whether or not (estimation error−link eigenvalue) is greater than zero. Determine (S16).

  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 S16), the traffic simulator 10 calculates the corrected number of vehicles (S17), and releases the calculated corrected number of vehicles to the link as the starting traffic volume (S18). ).

  The traffic simulator 10 records the corrected number of vehicles and the correction cycle (S19). 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 determines whether or not it is the calculation target time zone of the evaluation value E (S20). For example, the target time zone of the simulation is 6:00 to 20:00, and the calculation target time zone of the evaluation value E is 7:00 to 8:00, 17:00 to 19:00, and the like.

  When it is the calculation target time zone of the evaluation value E (YES in S20), the traffic simulator 10 determines whether or not the calculation period of the evaluation value E has passed (S21). The calculation period of the evaluation value E is synchronized with the congestion correction period and the traffic volume correction period.

  When the calculation cycle of the evaluation value E has elapsed (YES in S21), the traffic simulator 10 moves from the starting point to the ending point according to the OD information, and the number of first regular vehicles that are traveling on the link (actual lane) at the current time. The accumulated value A is calculated (S22). The cumulative value A of the number of first regular vehicles may be a cumulative value of the number of first regular vehicles traveling on each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time), or The number of first regular vehicles traveling on each link (actual lane) included in the simulation target in the required time zone (evaluation value calculation target time) may be calculated a plurality of times, and the accumulated value (total value) of the calculated values may be used. .

  The traffic simulator 10 calculates the cumulative value B of the number of second regular vehicles that are traveling from the starting point to the ending point according to the OD information and traveling on the dummy link at the current time (S23). The cumulative value B of the number of second regular vehicles is a cumulative value of the number of second regular vehicles traveling on dummy links corresponding to each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time). Alternatively, the number of second regular vehicles traveling on the dummy link corresponding to each link (actual lane) included in the simulation target in the required time zone (evaluation value calculation target time) is calculated a plurality of times, and the calculated value It may be a cumulative value (total value).

  The traffic simulator 10 is given a temporary end point, and calculates the cumulative value C of the number of dummy vehicles traveling on the link (actual lane) at the current time (S24). The cumulative value C of the number of dummy vehicles may be a cumulative value of the number of dummy vehicles traveling on each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time), or a required time zone. The number of dummy vehicles traveling on each link (actual lane) included in the simulation target at (evaluation value calculation target time) may be calculated a plurality of times, and the calculated value may be an accumulated value (total value).

  If it is not the time zone for calculating the evaluation value E (NO in S20), or if the calculation period of the evaluation value E has not elapsed (NO in S21), the traffic simulator 10 performs the processing from step S27 described later. .

  The traffic simulator 10 determines whether or not it is an evaluation value calculation target final time (S25). For example, when the calculation time zone of the evaluation value E is 7:00 to 8:00, the evaluation value calculation target final time is 8:00 am, and the calculation time zone of the evaluation value E is 17:00 to 19:00. In some cases, the final evaluation value calculation target time is 7 pm.

  When it is the evaluation value calculation target final time (YES in S25), the traffic simulator 10 calculates and outputs the evaluation value E based on the accumulated values A, B, and C (S26). When it is not the evaluation value calculation target final time (NO in S25), the traffic simulator 10 performs the process after step S27 described later without performing the process of step S26.

  The traffic simulator 10 re-collects the vehicle released to the link at the link downstream intersection (S27), and re-releases the vehicle collected from the link at the link downstream intersection (S28). The traffic simulator 10 generates a vehicle from the starting point (departure point), collects the vehicle at the end point (destination point) (S29), 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 caused to travel (S30), and the simulation cycle (for example, 0.1 second) is terminated.

  If (estimation error−link eigenvalue) is not greater than zero (NO in S16), the traffic simulator 10 performs the processing from step S27. Moreover, when the correction period has not elapsed (NO in step S11), the traffic simulator 10 performs the processing after step S27.

  If the estimation error is not greater than zero (NO in S15), the traffic simulator 10 determines whether the estimation error is smaller than zero (S31). If the estimation error is smaller than zero (YES in S31), (estimation) It is determined whether or not (error + link eigenvalue) is smaller than zero (S32).

  When (estimated error + link eigenvalue) is smaller than zero (YES in S32), the traffic simulator 10 calculates the corrected number of vehicles (S33) and collects the calculated corrected number of vehicles from the link as the end point traffic volume (S34). ). The traffic simulator 10 records the corrected number of vehicles and the correction cycle (S35), and performs the processing after step S20.

  If the estimation error is not smaller than zero (NO in S31), the traffic simulator 10 determines that the estimation error is zero, and performs the processes after step S20 without performing correction. If (estimated error + link eigenvalue) is not smaller than zero (NO in S32), the traffic simulator 10 performs the processing from step S20 onwards without performing correction.

  The processes illustrated in FIGS. 14 to 16 are repeatedly performed every time a simulation cycle (for example, 0.1 second) elapses. Further, it can be omitted without performing the processing of steps S27 and S28. 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.

  Next, the case where the estimated traffic volume is adopted as the estimated traffic evaluation index will be described. The start point / end point generation unit 17 generates the start point traffic volume or the end point traffic volume so that the actually measured traffic volume at an arbitrary link matches the estimated traffic volume calculated by the estimated traffic volume calculation unit 14. Thereby, the estimated traffic is corrected.

  FIG. 17 is a schematic diagram showing an example of traffic volume correction by the traffic simulator 10 of the present embodiment. As shown in FIG. 17, the traffic simulator 10 releases a vehicle as a starting traffic volume (traffic volume starting point) every time a predetermined correction cycle (for example, 1 minute) elapses or ends in a link unit. By collecting the vehicle as the traffic volume (traffic end point), the estimated traffic volume is corrected so that the estimated traffic volume matches the actual traffic volume.

  In the example of FIG. 17, 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, the traffic is increased by discharging the vehicle to the link 1.

  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 amount of traffic is reduced by collecting the vehicle from the link 2.

  FIG. 18 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 10, 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, as shown in FIG. 18, the vehicle released to the link by the generation / disappearance unit 19 is not connected downstream of the link so that the correction term (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.

  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.

  Also, it is determined whether or not the actual traffic jam length and the estimated traffic jam length are less than the traffic jam threshold in the simulation target link, and if it is determined that the actual traffic jam length and the estimated traffic jam length are less than the traffic jam threshold, the starting point of the link A traffic volume or an end-point traffic volume may be generated, and the estimated traffic volume may be matched with the actual traffic volume. In this case, even if there is no actual traffic jam and no traffic jam on the simulation target link, the traffic situation of all the simulation target links can be determined by generating the starting traffic volume or the end traffic volume. It can be approximated to actual traffic conditions.

  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 also the entire road network The reproducibility of the traffic evaluation index can be improved.

  Even when the traffic volume is adopted as the traffic evaluation index, the evaluation value E is set to the first regular vehicle number N1 / (first regular vehicle number N1 + α × dummy vehicle) as in the example shown in FIG. The number N2 + β × the number of second regular vehicles N3) can be calculated.

  19 and 20 are flowcharts showing a processing procedure when the estimated traffic volume of the traffic simulator 10 of the present embodiment is adopted.

  The traffic simulator 10 determines whether or not a correction period (for example, 50 seconds) has elapsed (S41). If the correction period has elapsed (YES in step S41), that is, 50 seconds have elapsed since the previous correction timing. In this case, the actual traffic volume is acquired (S42), and the estimated traffic jam length is calculated (S43).

  The traffic simulator 10 calculates the corrected number by subtracting the estimated traffic from the actually measured traffic (S44), and determines whether or not the calculated corrected number is greater than 0 (S45). If the corrected number is greater than 0 (YES in S45), the traffic simulator 10 releases the corrected number of vehicles to the link as the starting traffic volume (S46). If the corrected number is not greater than 0 (NO in S45), the traffic The simulator 10 determines whether or not the corrected number is smaller than 0 (S47).

  If the corrected number is smaller than 0 (YES in S47), the traffic simulator 10 collects the corrected number of vehicles as the end point traffic volume from the link (S48). If the corrected number is not smaller than 0 (NO in S47), that is, if the corrected number is 0, the traffic simulator 10 performs the process of step S49 described later.

  The traffic simulator 10 records the corrected number and the correction cycle (S49). 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 determines whether or not it is the calculation target time zone of the evaluation value E (S50). For example, the target time zone of the simulation is 6:00 to 20:00, and the calculation target time zone of the evaluation value E is 7:00 to 8:00, 17:00 to 19:00, and the like.

  When it is the calculation target time zone of the evaluation value E (YES in S50), the traffic simulator 10 determines whether or not the calculation period of the evaluation value E has passed (S51). The calculation period of the evaluation value E is synchronized with the congestion correction period and the traffic volume correction period.

  When the calculation cycle of the evaluation value E has elapsed (YES in S51), the traffic simulator 10 moves from the start point to the end point according to the OD information, and the number of first regular vehicles traveling on the link (actual lane) at the current time. The accumulated value A is calculated (S52). The cumulative value A of the number of first regular vehicles may be a cumulative value of the number of first regular vehicles traveling on each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time), or The number of first regular vehicles traveling on each link (actual lane) included in the simulation target in the required time zone (evaluation value calculation target time) may be calculated a plurality of times, and the accumulated value (total value) of the calculated values may be used. .

  The traffic simulator 10 calculates a cumulative value B of the number of second regular vehicles traveling from the starting point to the ending point according to the OD information and traveling on the dummy link at the current time (S53). The cumulative value B of the number of second regular vehicles is a cumulative value of the number of second regular vehicles traveling on dummy links corresponding to each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time). Alternatively, the number of second regular vehicles traveling on the dummy link corresponding to each link (actual lane) included in the simulation target in the required time zone (evaluation value calculation target time) is calculated a plurality of times, and the calculated value It may be a cumulative value (total value).

  The traffic simulator 10 is given a temporary end point, and calculates the cumulative value C of the number of dummy vehicles traveling on the link (actual lane) at the current time (S54). The cumulative value C of the number of dummy vehicles may be a cumulative value of the number of dummy vehicles traveling on each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time), or a required time zone. The number of dummy vehicles traveling on each link (actual lane) included in the simulation target at (evaluation value calculation target time) may be calculated a plurality of times, and the calculated value may be an accumulated value (total value).

  If it is not the time zone for calculating the evaluation value E (NO in S50), or if the calculation period of the evaluation value E has not elapsed (NO in S51), the traffic simulator 10 performs the processing after Step S57 described later. .

  The traffic simulator 10 determines whether or not it is the evaluation value calculation target final time (S55). For example, when the calculation time zone of the evaluation value E is 7:00 to 8:00, the evaluation value calculation target final time is 8:00 am, and the calculation time zone of the evaluation value E is 17:00 to 19:00. In some cases, the final evaluation value calculation target time is 7 pm.

  When it is the evaluation value calculation target final time (YES in S55), the traffic simulator 10 calculates and outputs the evaluation value E based on the accumulated values A, B, and C (S56). When it is not the evaluation value calculation target final time (NO in S55), the traffic simulator 10 performs the processing after step S57 without performing the processing of step S56.

  The traffic simulator 10 re-collects the vehicle released to the link at the link downstream intersection (S57), and re-releases the vehicle collected from the link at the link downstream intersection (S58). The traffic simulator 10 generates a vehicle from the starting point (departure point), collects the vehicle at the end point (destination point) (S59), 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 (S60), and the simulation cycle (for example, 0.1 second) is terminated.

  If the correction cycle has not elapsed (NO in step S41), the traffic simulator 10 performs the processing after step S57 without performing correction.

  The processing illustrated in FIGS. 19 and 20 is 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 S57, S58. 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.

  Next, processing of a right turn vehicle will be described. Whether the signal information determination unit 16 satisfies a predetermined condition that the signal at the link downstream intersection for a vehicle traveling on an arbitrary link toward the intersection is red in the current cycle and blue in the latest cycle. Determine whether or not.

  The current cycle is a current correction cycle when the end point traffic volume (corresponding to the number of recovered vehicles from the link) is obtained by a starting point / end point generation unit 17 to be described later, and the latest cycle is the current correction cycle. This is the previous 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 above-mentioned predetermined condition is not satisfied is, for example, when the correction cycle is 10 seconds, and when the red signal is switched from the red signal to the blue signal when the current time is 10 seconds before and the current time. , Both of which are green signals. The case where the predetermined condition is satisfied is, for example, a case where the blue (blue arrow) signal is switched to the red signal between the time point 10 seconds before and the current time point when the correction cycle is 10 seconds. .

  If the signal information determination unit 16 determines that the predetermined condition is not satisfied, the start point / end point generation unit 17 determines the number of vehicles corresponding to a length obtained by subtracting the predetermined length from the estimated queue length from the link. to recover. 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. 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. The straight lane blockage refers to a state in which right-turn vehicles or left-turn vehicles are concentrated in front of an intersection so that a straight-forward vehicle that goes straight through the intersection cannot pass through the intersection smoothly.

  By collecting the vehicle from the link, it is possible to prevent the blockage of the straight lane that may occur when there is a road that is not subject to the simulation, and to adjust the traffic situation to the actual situation.

  FIG. 21 is a schematic diagram showing an example of a dummy link when a vehicle is collected from the link. As shown in FIG. 21, the dummy link which connects a link and the link of an 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.

  When the determination result by the signal information determination unit 31 satisfies the above-described predetermined condition, the start point / end point generation unit 17 collects the number of vehicles corresponding to the estimated queue length. The case where the predetermined 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.

  If the predetermined conditions are met, all the vehicles waiting for a right turn while driving from the green light to the red light will travel from the intersection to the desired outflow direction. 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.

  When the vehicle (right turn waiting vehicle) is collected from an arbitrary link, the generation / annihilation unit 19 re-releases an equivalent vehicle downstream 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.

  In the present embodiment, the occurrence / annihilation unit 19 is not an essential configuration. That is, recollection and rerelease of the vehicle are 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.

  22 and 23 are flowcharts showing a processing procedure when the queue length of the traffic simulator 10 of the present embodiment is adopted. 22 and 23, the case where the right turn queue length is used as the queue length will be described. The traffic simulator 10 determines whether or not a correction period (for example, 10 seconds) has elapsed (S71). If the correction period has elapsed (YES in step S71), that is, 10 seconds have elapsed since the previous correction timing. In this case, signal information is acquired (S72), and the right turn queue length is calculated (S73).

  The traffic simulator 10 determines whether or not the signal in the current correction cycle is red and the signal in the latest correction cycle is blue (S74), and if the condition is satisfied (YES in S74), All the vehicles on the right turn lane (right turn vehicles) are collected (S75), and the process of step S77 described later is performed.

  If the above-mentioned conditions are not satisfied (NO in S74), the traffic simulator 10 collects a vehicle (right turn vehicle) that is stopped at a position (upstream) above the threshold (predetermined length) from the stop line on the right turn lane ( S76). The traffic simulator 10 records the number of collected vehicles together with the time in the storage unit 18 (S77).

  The traffic simulator 10 determines whether or not it is the calculation target time zone of the evaluation value E (S78). For example, the target time zone of the simulation is 6:00 to 20:00, and the calculation target time zone of the evaluation value E is 7:00 to 8:00, 17:00 to 19:00, and the like.

  When it is the calculation target time zone of the evaluation value E (YES in S78), the traffic simulator 10 determines whether or not the calculation period of the evaluation value E has passed (S79). The calculation period of the evaluation value E is synchronized with the congestion correction period and the traffic volume correction period.

  When the calculation cycle of the evaluation value E has passed (YES in S79), the traffic simulator 10 moves from the starting point to the ending point according to the OD information, and the number of first regular vehicles that are traveling on the link (actual lane) at the current time. The accumulated value A is calculated (S80). The cumulative value A of the number of first regular vehicles may be a cumulative value of the number of first regular vehicles traveling on each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time), or The number of first regular vehicles traveling on each link (actual lane) included in the simulation target in the required time zone (evaluation value calculation target time) may be calculated a plurality of times, and the accumulated value (total value) of the calculated values may be used. .

  The traffic simulator 10 calculates a cumulative value B of the number of second regular vehicles that are traveling from the starting point to the ending point according to the OD information and traveling on the dummy link at the current time (S81). The cumulative value B of the number of second regular vehicles is a cumulative value of the number of second regular vehicles traveling on dummy links corresponding to each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time). Alternatively, the number of second regular vehicles traveling on the dummy link corresponding to each link (actual lane) included in the simulation target in the required time zone (evaluation value calculation target time) is calculated a plurality of times, and the calculated value It may be a cumulative value (total value).

  The traffic simulator 10 is given a temporary end point, and calculates the cumulative value C of the number of dummy vehicles traveling on the link (actual lane) at the current time (S82). The cumulative value C of the number of dummy vehicles may be a cumulative value of the number of dummy vehicles traveling on each link (actual lane) included in the simulation target at an arbitrary time (evaluation value calculation target time), or a required time zone. The number of dummy vehicles traveling on each link (actual lane) included in the simulation target at (evaluation value calculation target time) may be calculated a plurality of times, and the calculated value may be an accumulated value (total value).

  If it is not the time zone for calculating the evaluation value E (NO in S78), or if the calculation period of the evaluation value E has not elapsed (NO in S79), the traffic simulator 10 performs the processing from step S85 onward, which will be described later. .

  The traffic simulator 10 determines whether or not it is the evaluation value calculation target final time (S83). For example, when the calculation time zone of the evaluation value E is 7:00 to 8:00, the evaluation value calculation target final time is 8:00 am, and the calculation time zone of the evaluation value E is 17:00 to 19:00. In some cases, the final evaluation value calculation target time is 7 pm.

  When it is the evaluation value calculation target final time (YES in S83), the traffic simulator 10 calculates and outputs the evaluation value E based on the accumulated values A, B, and C (S84). When it is not the evaluation value calculation target final time (NO in S83), the traffic simulator 10 performs the processing after step S85 without performing the processing of step S84.

  The traffic simulator 10 re-releases the vehicle collected from the link at the link downstream intersection (S85). The traffic simulator 10 generates a vehicle from the start point (departure point), collects the vehicle at the end point (destination point) (S86), 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 caused to travel (S87), and the simulation cycle (for example, 0.1 second) is terminated.

  If the correction period has not elapsed (NO in step S71), the traffic simulator 10 performs the processing after step S85 without performing correction.

  The processing illustrated in FIG. 22 and FIG. 23 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 S85.

  The evaluation value E is calculated based on the accumulated values A, B, and C in each processing of the congestion length correction of FIGS. 14 to 16, the traffic volume correction of FIGS. 19 and 20, and the right turn car correction of FIGS. 22 and 23. Although there is a process, the calculation process of the evaluation value E is not performed independently in each process of the congestion length correction, the traffic volume correction, and the right turn car correction, but is performed in common in each process. That is, at the stage where each processing of step S19 in FIG. 14, step S49 in FIG. 19 and step S77 in FIG. 22 is completed, each vehicle on the link and the dummy link (first regular vehicle, second regular vehicle, dummy vehicle). Are obtained.

  Even when the queue length is adopted as the traffic evaluation index, the evaluation value E is set to the first regular vehicle number N1 / (first regular vehicle number N1 + α × dummy) as in the example shown in FIG. The number of vehicles can be calculated by the equation: N2 + β × second regular vehicle number N3).

  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. 14 to 16, FIG. 19, FIG. 20, FIG. 22 and FIG. 23, a computer program defining each processing procedure is loaded into a RAM provided in the computer, and the computer program is executed by the CPU Thus, the traffic simulator 10 can be realized on a computer.

  In the above-described embodiment, the traffic evaluation index estimation unit is configured to include all three functional units of the estimated traffic jam length calculation unit 13, the estimated traffic volume calculation unit 14, and the queue length calculation unit 15. However, the present invention is not limited to this, and a configuration including only one of these three functional units or a configuration including only two of the three functional units may be employed.

  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 calculator (estimator)
14 Estimated traffic calculation part (estimation means)
15 Queue length calculator (estimator)
16 Signal information determination unit 17 Start point / end point generation unit (generation means)
18 storage unit 19 generation / disappearance unit 20 evaluation value calculation unit (vehicle number calculation means, evaluation value calculation means)

Claims (6)

In a traffic evaluation apparatus that outputs a traffic evaluation index by simulating traveling one or a plurality of links that constitute a road network based on each start / end point information for each of a plurality of vehicles,
An estimation means for estimating a traffic evaluation index at an arbitrary link;
The link is a regular simulated vehicle and / or a simulated vehicle other than the regular simulated vehicle so that the actually measured traffic evaluation index at the link and the estimated traffic evaluation index at the link estimated by the estimating means match. Generating means for generating a corrected departure traffic volume that does not depend on the starting and ending point information or a corrected arrival traffic volume that does not depend on the starting and ending point information as a dummy simulated vehicle;
A dummy link corresponding to the link in order to release or collect the simulated vehicle at an arbitrary link as the corrected departure traffic volume or the corrected arrival traffic volume;
A number of vehicles calculating means for calculating the number N1, dummy simulated vehicle number N2 and the normal simulated vehicle number N3 on the dummy link regular simulated vehicle on the link,
Number N1 of the normal simulated vehicle on the link calculated in said vehicle volume calculating means, the reproducibility of the transportation metric based on the number N3 of normal simulated vehicle on the number N2 and the dummy link dummy simulated vehicle A traffic evaluation apparatus comprising: an evaluation means for evaluating The Review Ataite stage,
The number N1 / (pre Symbol table number N1 + alpha × before Symbol table number N2 + beta × before Symbol table number N3) (However, the alpha and beta weighting factors), characterized in that you have to evaluate the reproducibility of the formula The traffic evaluation apparatus according to claim 1 . The generating means includes
When the required simulated vehicle is discharged to an arbitrary link as the corrected starting traffic volume, if the required simulated vehicle is more than the regular simulated vehicle on the dummy link corresponding to the link, the required simulated vehicle The traffic evaluation device according to claim 1 or 2 , wherein a dummy simulated vehicle corresponding to a difference between the vehicle and a regular simulated vehicle on the dummy link is discharged to the link. . The generating means includes
When the required simulated vehicle is collected from an arbitrary link as the corrected arrival traffic, if there is a regular simulated vehicle among the collected simulated vehicles, the regular simulated vehicle is placed on the dummy link corresponding to the link. Go to, when there is a dummy simulated vehicle in recovered simulated vehicle, any one of claims 1 to 3, characterized in that are configured to extinguish the dummy simulated vehicle 1 The traffic evaluation apparatus according to the item. Computer program for causing a computer to function as an evaluation means for evaluating the reproducibility of traffic metrics by each of the plurality of vehicles to simulate running one or more links composing the road network based on individual electromotive end point information In
The computer,
An estimation means for estimating a traffic evaluation index at an arbitrary link;
A dummy simulated vehicle that is a regular simulated vehicle and / or a simulated vehicle other than the regular simulated vehicle so that the measured traffic evaluation index at the link matches the estimated estimated traffic evaluation index at the link 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;
Number N1 of the normal simulated vehicle on the link, in order to release or recover the simulated vehicle on any link as the number N2 and the correction starting traffic or correction arrival traffic dummy simulated vehicle, is made to correspond to the link A calculation means for calculating the number N3 of regular simulated vehicles on the dummy link;
Number N1 of the normal simulated vehicle on calculated said link, and evaluation means for evaluating the reproducibility of the transportation metric based on the number N3 of normal simulated vehicle on the number N2 and the dummy link dummy simulated vehicle
A computer program characterized by functioning as a computer program. In a traffic evaluation method by a traffic evaluation device that outputs a traffic evaluation index by simulating traveling one or a plurality of links that constitute a road network based on each start / end point information for each of a plurality of vehicles,
An estimation means estimating a traffic evaluation index at an arbitrary link;
Simulate a dummy that is a regular simulated vehicle and / or a simulated vehicle other than the regular simulated vehicle so that the measured traffic evaluation index at the link and the estimated estimated traffic evaluation index at the link match. Generating means for generating a corrected departure traffic volume that does not depend on the departure / end point information as a vehicle or a corrected arrival traffic volume that does not depend on the departure / end point information ;
Number N1 of the normal simulated vehicle on the link, in order to release or recover the simulated vehicle on any link as the number N2 and the correction starting traffic or correction arrival traffic dummy simulated vehicle, is made to correspond to the link A calculating means for calculating the number N3 of regular simulated vehicles on the dummy link;
Number N1 of the normal simulated vehicle on said calculated link, evaluation means the reproducibility of transportation metric based on the number N3 of normal simulated vehicle on the number N2 and the dummy link dummy simulated vehicle evaluation traffic evaluation method characterized in that it comprises a and vinegar Luz step.

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