JP6454892B2 - Traffic evaluation apparatus and computer program - Google Patents

Description

The present invention relates to a traffic evaluation apparatus that calculates a traffic evaluation index by simulating traveling of a plurality of simulated vehicles, and a traffic evaluation method using a computer program for realizing the traffic evaluation apparatus.

  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. Such a traffic simulator handles as input traffic information such as traffic volume (for example, OD traffic volume) including vehicle start / end point information, vehicle travel speed, acceleration / deceleration characteristics, signal information, and the like as input data. It is. 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 Traffic evaluation indexes such as the length of traffic congestion on the network, travel time, traffic volume or queue length, or environmental indicators such as carbon dioxide contained in exhaust gas are calculated. In this case, the road network is composed of a plurality of links (for example, a road connecting the intersection and the intersection having two directions, up and down) and a node (for example, an intersection) where the links intersect. The

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

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

Japanese Patent Laid-Open No. 08-161686

  Because traffic regulation occurs due to various factors in the actual road network, the traffic situation when such traffic regulation occurs and the traffic situation when measures against traffic regulation are taken are reproduced by a traffic simulator. There is a need. However, in the conventional traffic simulator, when setting an assumed event such as lane restriction or traffic closure and setting a countermeasure (for example, signal intervention) for the set expected event, only one countermeasure is set for one assumed event. I couldn't. For this reason, it is difficult to compare and verify the traffic situation when a plurality of countermeasures are implemented for one assumed event.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a traffic evaluation apparatus that can easily compare and verify traffic conditions and a computer program for realizing the traffic evaluation apparatus. .

The traffic evaluation apparatus according to the embodiment of the present invention calculates traffic evaluation indices by simulating traveling of one or more links constituting a road network on the basis of individual start / end point information. An evaluation device, an assumption event setting unit for setting an assumption event including traffic regulation, a countermeasure setting unit for setting a plurality of different measures for the assumption event set by the assumption event setting unit, and the assumption event setting unit Normal traffic evaluation index at any link before setting the expected event, expected traffic evaluation index at the link after setting the expected event at the expected event setting unit, and countermeasures set at the countermeasure setting unit The traffic evaluation index calculation unit for calculating the traffic evaluation index at the time of the countermeasure for each of the different countermeasures after being performed, the normal time traffic evaluation index and the assumed traffic evaluation index calculated by the traffic evaluation index calculation unit And each countermeasure traffic evaluation index corresponding to the link on the road network drawn on one display screen, the normal traffic evaluation index, the assumed traffic evaluation index, and other countermeasures Each traffic evaluation index is displayed corresponding to the link on the road network drawn on another display screen different from the one display screen, and the one display screen and the other display screen are displayed simultaneously. And a display control unit that controls as much as possible.

A computer program according to an embodiment of the present invention calculates a traffic evaluation index by causing a plurality of simulated vehicles to run on one or more links constituting a road network based on individual start / end information on a computer. A computer program for setting an assumed event including traffic regulation, a measure setting unit for setting a plurality of different measures for the set expected event, and a computer before setting the assumed event. The different measures include the normal-time traffic evaluation index for any link, the expected-time traffic evaluation index for the link after the assumption event is set, and the countermeasure-time traffic evaluation index for the link after the countermeasure is set. Traffic evaluation index calculation means to be calculated every time, calculated traffic evaluation index for normal time, traffic evaluation index for assumed time, and traffic evaluation index for one countermeasure Each of them is displayed in correspondence with the link on the road network drawn on one display screen, and the normal time traffic evaluation index, the assumed traffic evaluation index, and the other countermeasure traffic evaluation index are respectively displayed on the one screen. Display control means for displaying in correspondence with the link on the road network drawn on another display screen different from the display screen, and controlling to display the one display screen and the other display screen simultaneously Make it work.

  According to the present invention, traffic conditions can be easily compared and verified.

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 block diagram which shows the structural example of the traffic simulator as an example of the traffic evaluation apparatus of this Embodiment. It is explanatory drawing which shows an example of the setting of the assumption event by the traffic simulator of this Embodiment. It is explanatory drawing which shows an example of the setting of the countermeasure by the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the simulation result of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the initial screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the simulation setting screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the assumption setting screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the area setting screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the assumption setting screen when the area setting of the traffic simulator of this Embodiment is performed. It is a schematic diagram which shows an example of the simulation setting screen when the assumption case of the traffic simulator of this Embodiment is set. It is a schematic diagram which shows an example of the countermeasure setting screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the signal setting screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the signal setting screen at the time of the signal setting of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the countermeasure setting screen at the time of the signal setting of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the simulation setting screen when the countermeasure of the traffic simulator of this Embodiment is set. It is a schematic diagram which shows the other example of a simulation setting screen when the countermeasure of the traffic simulator of this Embodiment is set. It is a schematic diagram which shows an example of the window alignment screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows the 1st example of a display of the simulation result screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows the 2nd example of a display of the simulation result screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows the 3rd example of a display of the simulation result screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the demand setting screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the zone displayed on a map display screen. It is a schematic diagram which shows an example of the OD table adjustment screen of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the position setting of the parking lot of the traffic simulator of this Embodiment. It is a schematic diagram which shows an example of the parking lot setting screen of the traffic simulator of this Embodiment. It is a flowchart which shows an example of the process sequence of the traffic simulator of this Embodiment.

[Description of Embodiment of Present Invention]
The traffic evaluation apparatus according to the embodiment of the present invention calculates traffic evaluation indices by simulating traveling of one or more links constituting a road network on the basis of individual start / end point information. An evaluation device, an assumption event setting unit for setting an assumption event including traffic regulation, a countermeasure setting unit for setting a plurality of different measures for the assumption event set by the assumption event setting unit, and the assumption event setting unit Normal traffic evaluation index at any link before setting the expected event, expected traffic evaluation index at the link after setting the expected event at the expected event setting unit, and countermeasures set at the countermeasure setting unit The traffic evaluation index calculation unit for calculating the traffic evaluation index at the time of the countermeasure for each of the different countermeasures after being performed, the normal time traffic evaluation index and the assumed traffic evaluation index calculated by the traffic evaluation index calculation unit And each countermeasure traffic evaluation index corresponding to the link on the road network drawn on one display screen, the normal traffic evaluation index, the assumed traffic evaluation index, and other countermeasures A display control unit that controls to display each traffic evaluation index corresponding to the link on the road network drawn on another display screen different from the one display screen.

  A computer program according to an embodiment of the present invention calculates a traffic evaluation index by causing a plurality of simulated vehicles to run on one or more links constituting a road network based on individual start / end information on a computer. A computer program for setting an assumed event including traffic regulation, a measure setting unit for setting a plurality of different measures for the set expected event, and a computer before setting the assumed event. The different measures include the normal-time traffic evaluation index for any link, the expected-time traffic evaluation index for the link after the assumption event is set, and the countermeasure-time traffic evaluation index for the link after the countermeasure is set. Traffic evaluation index calculation means to be calculated every time, calculated traffic evaluation index for normal time, traffic evaluation index for assumed time, and traffic evaluation index for one countermeasure Each of them is displayed in correspondence with the link on the road network drawn on one display screen, and the normal time traffic evaluation index, the assumed traffic evaluation index, and the other countermeasure traffic evaluation index are respectively displayed on the one screen. It is made to function as a display control means for controlling to display corresponding to the link on the road network drawn on another display screen different from the display screen.

  The assumed event setting unit sets an assumed event including traffic regulation. The traffic regulation includes, for example, lane regulation, traffic closure, traffic concentration, and the like. The set point of the assumed event is one or more required links (also referred to as target links) of the road network. For example, when the link from the intersection A to the intersection B has two lanes, any one of the lanes can be restricted. Also, the link from the intersection B to the intersection A can be blocked. The assumed event setting unit can set a plurality of different assumed events.

  The countermeasure setting unit sets a plurality of different countermeasures for the assumed event set by the assumed event setting unit. The countermeasure is signal intervention, and the setting location of the countermeasure is, for example, an intersection where a traffic signal is installed. The countermeasure content includes, for example, a signal cycle (seconds), a split (%) of each indication, and the like. When a plurality of different assumed events are set, the measure setting unit can set a plurality of different measures for each assumed event.

  The traffic evaluation index calculation unit is a normal traffic evaluation index that is a traffic evaluation index before setting an expected event in an arbitrary link, an assumed traffic evaluation index that is a traffic evaluation index after setting an expected event in the link, And the traffic evaluation index at the time of a countermeasure which is a traffic evaluation index when a plurality of different countermeasures are implemented at the intersection is calculated for each different countermeasure. The traffic evaluation index is a traffic index for verifying the traffic situation, and includes, for example, a traffic jam length, travel time, traffic volume, number of queues, and the like. The traffic evaluation index calculation unit can collectively calculate the normal-time traffic evaluation index, the assumed-time traffic evaluation index, and the countermeasure-time traffic evaluation index for each countermeasure after the assumed event and the countermeasure are set.

  The display control unit can display a plurality of display screens on one display, and each of the normal time traffic evaluation index, the assumed traffic evaluation index, and the one-time traffic evaluation index is drawn on one display screen. In addition to displaying the link on the road network, the normal-time traffic evaluation index, the assumed-time traffic evaluation index, and other countermeasure-time traffic evaluation indices are drawn on another display screen different from the one display screen. Control is performed so as to display the corresponding link on the road network. For example, it is assumed that an assumed event 1 is set and different measures 1 and 2 are set for the assumed event 1. The display control unit displays the normal-time traffic evaluation index, the assumed-time traffic evaluation index, and the countermeasure-time traffic evaluation index corresponding to the countermeasure 1 on one display screen, and the normal-time traffic evaluation index and the assumption on the other display screen. The hourly traffic evaluation index and the hourly traffic evaluation index corresponding to the countermeasure 2 are displayed.

  With the above-described configuration, a plurality of different countermeasures can be set for one assumed event, and when a plurality of different countermeasures are set for one assumed event, Measured traffic evaluation indicators can be displayed simultaneously on separate display screens, comparing the measured traffic evaluation indexes with each other, and comparing each measured traffic evaluation indicator with the normal traffic evaluation indicator, Since the effect of each measure can be verified, the traffic situation can be easily compared and verified.

  In the traffic evaluation apparatus according to the embodiment of the present invention, the display control unit controls to display the one display screen and the other display screen in an aligned manner.

  The display control unit controls to display one display screen and another display screen in an aligned manner. Since a plurality of display screens can be arranged and displayed on one display, it is easy to compare traffic evaluation indexes.

  In the traffic evaluation apparatus according to the embodiment of the present invention, the display control unit controls the one display screen and the other display screen to be displayed in a horizontal row or a vertical row.

  The display control unit controls to display one display screen and another display screen side by side in a horizontal row or a vertical row. By displaying a plurality of display screens side by side as an example, links extending in the vertical direction can be displayed in a wide range. Further, by displaying a plurality of display screens side by side in a vertical example, links extending in the horizontal direction can be displayed over a wide range.

  In the traffic evaluation apparatus according to the embodiment of the present invention, the display control unit controls to display the one display screen and the other display screen in a tiled manner.

  The display control unit controls to display one display screen and another display screen in a tiled manner. For example, the display control unit can simultaneously display four display screens of horizontal 2 × vertical 2 on the display. As a result, when many countermeasures are implemented for one assumed event, or when multiple countermeasures are implemented for each of a plurality of assumed events, each traffic evaluation index when the assumed events and countermeasures are different is summarized. Can be displayed and compared for verification.

  A traffic evaluation apparatus according to an embodiment of the present invention includes a start / end point display control unit that controls to display a plurality of start points and a plurality of end points of a simulated vehicle in a matrix, and a plurality of start / end point display control units. A traffic demand setting unit configured to set a traffic demand corresponding to a required starting point and ending point among the starting point and the ending point.

  The start / end display control unit controls to display a plurality of start points and a plurality of end points of the simulated vehicle in a matrix. The displayed starting point may be a road network region (also referred to as a zone) including a plurality of starting points, and the displayed end point may be a road network region including a plurality of end points. A traffic demand setting part sets the traffic demand corresponding to a required start point and end point among the displayed several start points and end points. With the above configuration, the traffic volume for each starting point and ending point of the simulated vehicle can be easily grasped. Moreover, a required traffic volume (traffic demand) can be easily set for each starting point and ending point.

  A traffic evaluation apparatus according to an embodiment of the present invention corresponds to a position setting unit that sets a position of a parking lot on a road network, an entrance link corresponding to an entrance of the parking lot set by the position setting unit, and an exit. An exit link and a parking lot demand setting unit for setting the parking time of the simulated vehicle.

  The position setting unit sets the position of the parking lot on the road network. The parking lot demand setting unit sets the entrance link corresponding to the entrance of the set parking lot, the exit link corresponding to the exit, and the parking time of the simulated vehicle. For example, when a relatively large store is scheduled to open in the future, it is possible to evaluate in advance the traffic situation (for example, a vehicle waiting for parking) when the store opens.

  In the traffic evaluation apparatus according to the embodiment of the present invention, the simulated vehicle that has arrived at the entrance departs from the exit after the parking time, and the other vehicle behavior that causes the simulated vehicle that has arrived at the entrance to disappear. The behavior setting part which sets at least one of these is provided.

  The behavior setting unit sets at least one of one vehicle behavior that the simulated vehicle that has arrived at the entrance starts from the exit after the parking time and another vehicle behavior that causes the simulated vehicle that has arrived at the entrance to disappear. By setting one vehicle behavior, it is possible to evaluate the traffic situation (for example, a vehicle waiting for parking) when the store is opened. In addition, by setting other vehicle behavior, it is possible to evaluate the traffic situation when the parking lot is used as an emergency evacuation site when a disaster occurs.

[Details of the embodiment of the present invention]
Hereinafter, a traffic evaluation device according to the present invention and a computer program for realizing the traffic evaluation device according to an embodiment will be described with reference to the drawings. Note that a part of the embodiments described below may be arbitrarily combined. 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 calculates a traffic evaluation index by simulating traveling of a plurality of simulated vehicles (hereinafter also referred to as vehicles). The traffic simulator uses as input data, for example, traffic including vehicle start / end information (for example, OD traffic, O means Origin, D means Destination), vehicle travel speed, acceleration / deceleration characteristics, and signal information. Such 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. That is, in other words, the starting point and the ending point of the vehicle may be a point (link) unit or an area (also referred to as a zone) unit. 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. Calculate traffic evaluation indices such as congestion length, travel time, traffic volume, queue length 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 present embodiment, a node where a traffic signal is installed is referred to as an intersection, and a portion where no traffic signal is installed is simply referred to as a node. 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. In addition, inside the simulation area S, there are start and end points a1, a2, and a3. 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 external traffic having an origin A5 and an end point A6, an external traffic having an origin A5 and an endpoint a1, an internal traffic having an origin a2 and an endpoint a3, There are domestic and foreign traffic with a2 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, a zone in which a plurality of starting points are combined into one is set as a starting point, and a zone in which a plurality of end points are combined into one is set as an end point. For example, the start point and the end point illustrated in FIG. In the example of FIG. 3, for example, it is shown that there are 160 traffic volumes having a start point as zone A and an end point as zone B within a predetermined time. It also shows that there are 180 traffic volumes starting from zone D and ending at zone E. 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. Moreover, the example of a starting point end point is an example, and is not limited to this.

  FIG. 4 is a block diagram illustrating a configuration example of the traffic simulator 10 as an example of the traffic evaluation apparatus according to the present embodiment. The traffic simulator 10 includes a simulator engine unit 11, a traffic volume calculation unit 12, a traffic evaluation index estimation unit 13, a starting point / end point generation unit 14, an assumed event setting unit 15, a countermeasure that performs calculation based on a calculation formula representing a vehicle movement model. A setting unit 16, a traffic evaluation index calculation unit 17, a display control unit 18, a traffic demand setting unit 19, a parking lot demand setting unit 20, a storage unit 21 that stores predetermined information, and the like are provided.

  As the input data, the traffic simulator 10 is provided with data such as vehicle traveling speed, acceleration / deceleration characteristics, starting and ending point information of each of the plurality of vehicles, traffic volume, measured traffic jam length, measured traffic volume, and signal information.

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

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

  The traffic evaluation index estimation unit 13 estimates a traffic evaluation index at an arbitrary link based on the traffic volume calculated by the traffic volume calculation unit 12. The traffic evaluation index estimated by the traffic evaluation index estimation unit 13 is also referred to as an estimated traffic evaluation index. The estimated traffic evaluation index includes an estimated traffic jam length, an estimated travel time, an estimated traffic volume, an estimated number of queues, and the like. For example, 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 the link length of the link are stored in the storage unit 21, and the parameters are used. can do. As described above, based on the start / end point information, each vehicle travels on a link in accordance with the movement model. The simulated traveling is obtained by moving the position of the vehicle over time. Then, for example, the estimated traffic jam length can be estimated based on the multiplication of the number of vehicles stopped on each link and the headway distance. In addition, the estimated traffic jam length can be obtained by setting the tail of the vehicle whose traveling speed is equal to or less than a predetermined threshold, for example, as the traffic jam tail.

  The starting point / end point generating unit 14 adjusts the estimated traffic evaluation index such as the estimated traffic jam length (that is, as a correction term), and the generated traffic volume and the extinguished traffic volume at any link calculated by the traffic volume calculating unit 12 ( Separately from the vehicle corresponding to a vehicle that is not a dummy vehicle, a starting point traffic volume or an end point traffic volume (a mixture of dummy vehicles and non-dummy vehicles) is generated on the link. “Apart from the generated traffic volume and the extinct traffic volume” means that the starting traffic volume or the ending traffic volume does not depend on the starting / ending traffic information, for example. More specifically, for example, the starting traffic volume or the end point is such that the estimation error that is the difference between the actually measured traffic jam length of the vehicle at the link and the estimated traffic jam length obtained by the traffic evaluation index estimation unit 13 is zero or minimum. Generate traffic. By generating the start point traffic volume or the end point traffic volume, the estimated traffic evaluation index (for example, estimated traffic jam length) is corrected to match the actual traffic evaluation index (for example, actual traffic jam length), that is, the reproducibility of the traffic evaluation index Can be improved. In the present embodiment, the dummy vehicle is a vehicle for convenience of discharge to the link or recovery from the link in order to match the actual measurement with the estimation of the traffic simulator 10.

  As described above, in order to adjust traffic evaluation indices (for example, traffic jam length, travel time, traffic volume, number of queues, etc.), traffic calculated by the traffic volume calculation unit 12 using any link using OD traffic volume Apart from the amount, the starting point / end point generating unit 14 generates the starting point traffic amount or the ending point traffic amount not depending on the starting point / ending point information at the 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.

  The traffic evaluation index calculation unit 17 calculates a normal time traffic evaluation index for an arbitrary link to be simulated. The normal time traffic evaluation index is calculated by the traffic volume calculation unit 12 using the traffic volume and the start point traffic volume or the end point traffic volume generated by the start point / end point generation unit 14, and an expected event is set by an expected event setting unit 15 described later. It is a traffic evaluation index in the state before the start.

  The assumed event setting unit 15 sets an assumed event including traffic regulation.

  FIG. 5 is an explanatory diagram showing an example of setting of an assumed event by the traffic simulator 10 of the present embodiment. As shown in FIG. 5, the contents of the assumed event include traffic regulation such as lane regulation, traffic closure, and traffic concentration. The set point of the assumed event is one or more required links (also referred to as target links) of the road network. For example, when the link from the intersection A to the intersection B has two lanes, any one of the lanes can be restricted. Also, the link from the intersection B to the intersection A can be blocked. In addition, a numerical value indicating the degree of traffic concentration of the required target link can be set.

  As the prohibition direction, for example, straight travel prohibition, left turn prohibition, and right turn prohibition can be set at the intersection B of the link from the intersection A to the intersection B. The start condition of the assumed event can be set by time, or can be based on the condition that the congestion length of the required link is greater than or less than a desired threshold. The same applies to the assumption event termination condition. Note that the assumed event setting unit 15 can set a plurality of different assumed events.

  The measure setting unit 16 sets a plurality of different measures for the assumed event set by the assumed event setting unit 15.

  FIG. 6 is an explanatory diagram showing an example of setting of countermeasures by the traffic simulator 10 of the present embodiment. As shown in FIG. 6, the countermeasure is signal intervention, and the contents of the countermeasure are, for example, changes in the signal cycle length (seconds), splits (%) of the respective indications, and the like. The set location is, for example, an intersection where a traffic signal is installed (also referred to as a target intersection). The start condition and end condition of the countermeasure can be set by time. When a plurality of different assumed events are set, the measure setting unit 16 can set a plurality of different measures for each assumed event.

  In addition to the above-described normal traffic evaluation index, the traffic evaluation index calculation unit 17 implements a plurality of different measures at the intersection and an assumed traffic evaluation index that is a traffic evaluation index after setting an expected event in the link. The traffic evaluation index at the time of countermeasure, which is a traffic evaluation index in the case, is calculated for each different countermeasure. As described above, the traffic evaluation index is a traffic index for verifying the traffic situation, and includes, for example, a traffic jam length, travel time, traffic volume, number of queues, and the like. The traffic evaluation index calculation unit 17 can collectively calculate the normal-time traffic evaluation index, the assumed-time traffic evaluation index, and each countermeasure-time traffic evaluation index for each countermeasure after the assumed event and the countermeasure are set.

  The display control unit 18 can display a plurality of display screens on one display (not shown). For example, assume that two display screens D1 and D2 are displayed. Assume that the assumed event 1 is set by the assumed event setting unit 15 and different measures 1 and 2 are set by the measure setting unit 16 for the assumed event 1. For example, when the initial indication 1 and the indication 2 split = 50%, 50%, and the cycle length = 90 seconds, the measure 1 is the indication 1 and the indication 2 split = 70%, 30%, cycle. The length = 120 seconds, and the countermeasure 2 can be the current 1 and the current 2 split = 60%, 40%, and the cycle length = 140 seconds. In this case, the traffic evaluation index calculation unit 17 is a normal-time traffic evaluation index for an arbitrary link, an assumed-time traffic evaluation index for the link when the assumed event 1 is set, and a countermeasure for countermeasure 1 for the link. Each of the traffic evaluation index (the traffic evaluation index for one countermeasure) and the traffic evaluation index for the countermeasure (traffic evaluation index for other countermeasures) for the countermeasure 2 at the link are calculated.

  The display control unit 18 corresponds to the link on the road network drawn on the display screen D1 (one display screen), each of the normal time traffic evaluation index, the assumed traffic evaluation index, and the countermeasure traffic evaluation index for the countermeasure 1. And display the normal-time traffic evaluation index, the assumed-time traffic evaluation index, and the countermeasure-time traffic evaluation index for countermeasure 2 on the road network drawn on the display screen D2 (other display screen). Control to display corresponding to the link.

  That is, it is assumed that the assumed event 1 is set and different measures 1 and 2 are set for the assumed event 1. The display control unit 18 displays the normal-time traffic evaluation index, the assumed-time traffic evaluation index, and the countermeasure-time traffic evaluation index corresponding to the countermeasure 1 on one display screen, and the normal-time traffic evaluation index, The assumed traffic evaluation index and the countermeasure traffic evaluation index corresponding to measure 2 are displayed.

  With the above-described configuration, a plurality of different countermeasures can be set for one assumed event, and when a plurality of different countermeasures are set for one assumed event, Measured traffic evaluation indicators can be displayed simultaneously on separate display screens, comparing the measured traffic evaluation indexes with each other, and comparing each measured traffic evaluation indicator with the normal traffic evaluation indicator, Since the effect of each measure can be verified, the traffic situation can be easily compared and verified.

  Next, the function of the traffic simulator 10 of this embodiment will be described based on a screen displayed on the display. In the following description, the length of a traffic jam will be described as an example of a traffic evaluation index, but the same applies to travel time, traffic volume, and queue length, which are other traffic evaluation indices.

  FIG. 7 is a schematic diagram showing an example of a simulation result of the traffic simulator 10 of the present embodiment. As shown in FIG. 7, the simulation result shows an intersection where a traffic signal on the road network is installed (circle with a diagonal line), a node (circle) which is an intersection where no traffic signal is installed, and a road connecting the intersections. A link (linear square) is drawn. In addition, a restriction location (a grid pattern rectangle) and a location indicating a demand change (a diagonal pattern rectangle), which are locations where an assumed event is set, are drawn. Then, traffic jams during normal times (arrows without patterns) that are traffic evaluation indicators during normal times, traffic jams during assumed cases (arrows with diagonal lines) that are traffic evaluation indicators during assumptions, and traffic jams during implementation of measures that are traffic evaluation indicators during countermeasures (grid) A pattern arrow) is displayed on the required link. As shown in FIG. 7, the traffic jam at the assumed case tends to be longer than the traffic jam at the normal time because it is a traffic jam due to traffic restrictions. Then, it is possible to easily determine whether the countermeasure to be implemented is effective or not by comparing the length of the congestion at the time of implementing the countermeasure and the length of the congestion at the normal time.

  FIG. 8 is a schematic diagram showing an example of the initial screen 100 of the traffic simulator 10 of the present embodiment. When the “Create New” icon is operated, if there is an open screen, after confirming saving, all windows other than the screen are closed. Also, simulation conditions and results are initialized and a simulation setting screen 110 (simulation condition screen) described later is displayed. When the “read” icon is operated, a history search screen (not shown) is opened, a designated work history is read, and a simulation setting screen 110 and simulation result screens 171 to 174 described later are opened with the read contents.

  When the “Save Overwrite” icon is operated, the history data is read from “Read”, and then the simulation conditions and results are overwritten. When the “new save” icon is operated, a save screen (not shown) is displayed, and simulation conditions and result information are saved with the input work name. If the entered work name matches the work name already saved, the overwriting is confirmed and the overwriting is saved. When the “delete” icon is operated, the simulation condition and result saved by the new save or the like are deleted.

  When the “condition input” icon is operated, the screen being edited is displayed again. When the “result display” icon is operated, a combination of an assumed event of a simulation condition and a countermeasure and a window alignment screen 160 described later are displayed, and a simulation result screen is displayed by the alignment method selected on the window alignment screen 160. When the simulation is not executed, the simulation result screen is opened while executing the simulation. Operating the “New constant” icon opens the constant setting tool. When the “other” icon is operated, a user setting screen (not shown) for setting initial values and the like is opened.

  FIG. 9 is a schematic diagram showing an example of the simulation setting screen 110 of the traffic simulator 10 of the present embodiment. As shown in FIG. 9, the simulation setting screen 110 includes a simulation type (planned event, emergency event, etc.), a simulation target period, an assumed case that is an assumed event and a list of assumed events, a list of countermeasures and countermeasure groups for the assumed case, and setting conditions. Display information such as a list. FIG. 9 shows a state before an assumed case and a countermeasure are set.

  First, a method for setting an assumed event will be described. In the case of setting an assumed case, when an icon of the line addition 111 on the simulation setting screen 110 shown in FIG. 9 is operated, an assumption setting screen 120 described later is displayed.

  FIG. 10 is a schematic diagram showing an example of the assumption setting screen 120 of the traffic simulator 10 of the present embodiment. As illustrated in FIG. 10, the assumption setting screen 120 receives an input of an assumed event name, and also includes an icon of a section setting addition 121 for setting a section, a prohibition direction addition 122 icon for setting a prohibition direction, and an OD table. An icon of an OD table setting 123 for setting, an icon of a parking lot setting 124 for setting a parking lot, and the like are displayed. Also, the assumption setting screen 120 can set the start condition and end condition of the assumed case. As shown in FIG. 10, when a desired time is input, an assumed case is started when the input time is reached (a start condition is satisfied). It is also possible to select a desired link and start an assumed case when the congestion length is greater than or less than the input threshold. The end condition of the assumed case is the same. When the icon of the section setting addition 121 on the assumption setting screen 120 is operated, a section setting screen 130 described later is displayed.

  FIG. 11 is a schematic diagram showing an example of the section setting screen 130 of the traffic simulator 10 of the present embodiment. As shown in FIG. 11, the section setting screen 130 displays the selected registered section in the setting target link list by selecting a desired registered section from the registered link list (registered section 01...). The example of FIG. 11 shows a state in which a link from intersection A to intersection B, a link from intersection B to intersection C, and a link from intersection C to intersection D are registered. In addition, as an assumed case (assumed event), it is possible to set road closure, lane regulation, and traffic concentration in each section (link). In the example of FIG. 11, a case where a road closure is assumed at a link from the intersection A to the intersection D is shown. When the add 131 icon on the section setting screen 130 is operated, an assumed setting screen 120 illustrated in FIG. 12 described later is displayed.

  FIG. 12 is a schematic diagram showing an example of the assumption setting screen 120 when the section of the traffic simulator 10 of the present embodiment is set. As illustrated in FIG. 12, when the section is set, an assumed case defined by the category, the target name, and the content is displayed at the location of the control list on the assumption setting screen 120. In the example of FIG. 12, it can be seen that the road closure is set for the link from the intersection A to the intersection D as set in FIG. In addition, the start condition and end condition of the set assumed case are set. In the case of setting another section on the assumption setting screen 120 shown in FIG. 12, the same operation may be repeated by operating the section setting addition 121 icon. When all the required sections are set and then the add 131 icon on the section setting screen 130 is operated, a simulation setting screen 110 illustrated in FIG. 13 described later is displayed.

  FIG. 13 is a schematic diagram showing an example of the simulation setting screen 110 when the assumed case of the traffic simulator 10 of the present embodiment is set. In the example of FIG. 13, it can be seen that the assumed case 1 is set. The assumed case 1 is displayed as the assumed event list 112. In the assumed case 1, two conditions of the condition group 1 and the condition group 2 are set as the assumed event names. The difference between the two is that the start condition and end condition of the assumed case are different. Thus, even in the same section, different regulations can be set according to the time zone. When the icon of the line addition 111 is operated on the simulation setting screen 110 in FIG. 13, an assumed event different from the assumed case 1 can be set as the assumed case 2, and when the same operation is repeated, the assumed cases 3, 4,. Can be set.

  Next, a countermeasure setting method will be described. When the add row 113 icon on the simulation setting screen 110 shown in FIG. 13 is operated, a countermeasure setting screen 140 described later is displayed.

  FIG. 14 is a schematic diagram showing an example of the countermeasure setting screen 140 of the traffic simulator 10 of the present embodiment. As shown in FIG. 14, the countermeasure setting screen 140 receives an input of a countermeasure group name, and when an icon of the line addition 141 is operated, a signal setting screen 150 described later is displayed.

  FIG. 15 is a schematic diagram showing an example of the signal setting screen 150 of the traffic simulator 10 of the present embodiment. As shown in FIG. 15, the signal setting screen 150 displays a selected intersection in the setting target intersection list by selecting a desired intersection from the registered intersection list (registered intersection 01...). When the selection icon 151 shown in FIG. 15 is operated, the registered intersection selected in the registered intersection list is set and displayed in the setting target intersection list. Further, when the all selection icon 152 is operated, all the registered intersections are set.

  When an intersection is selected on the signal setting screen 150 illustrated in FIG. 15 and the traffic signal cycle (seconds) and split (%) of each display at the selected intersection are input, the signal setting screen 150 illustrated in FIG. Is displayed. Note that the number of locations where splits are input corresponds to the number of indications of the selected intersection. For example, when the traffic lights of the roads that intersect at the intersection are only blue, the number of indications is 2 when the roads of intersection are combined. When the traffic lights of the intersecting roads are blue and turn right, they intersect. The total number of indications is 4 for the road. The example of FIG. 15 is a case where, for example, there are six signals for the intersecting roads including the intersecting roads such as a left turn arrow, a blue turn, and a right turn arrow.

  FIG. 16 is a schematic diagram showing an example of the signal setting screen 150 when the signal setting of the traffic simulator 10 of the present embodiment is performed. In the example of FIG. 16, intersection A is selected and set. In addition, the signal setting of the traffic signal at the intersection A is set such that the cycle length is set to 100 seconds, and the total of the splits shown is set to 100%. When the add 153 icon on the signal setting screen 150 illustrated in FIG. 16 is operated, a countermeasure setting screen 140 illustrated in FIG. 17 described later is displayed.

  FIG. 17 is a schematic diagram showing an example of the countermeasure setting screen 140 when the signal setting of the traffic simulator 10 of the present embodiment is performed. As shown in FIG. 17, when signal setting is performed on the signal setting screen 150 illustrated in FIG. 16, intersections and signal setting contents are displayed in the countermeasure list portion of the countermeasure setting screen 140. In the example of FIG. 17, it can be seen that the intersection A, the cycle (100), and each split (100) are set as set in FIG. It is also possible to set a start condition and an end condition for the set countermeasure. When the add 142 icon on the countermeasure setting screen 140 shown in FIG. 17 is operated, a simulation setting screen 110 shown in FIG. 18 described later is displayed.

  FIG. 18 is a schematic diagram showing an example of the simulation setting screen 110 when the countermeasures of the traffic simulator 10 of the present embodiment are set. In the example of FIG. 18, it can be seen that the measure 1 is set as a measure for the assumed case 1. Countermeasure 1 is displayed as a countermeasure group list 114. Countermeasure 1 has two countermeasures, countermeasure group 1 and countermeasure group 2, set as group names. The difference between the two is that the start condition and end condition of the countermeasure are different. Thus, in one measure, different contents can be set according to the time zone. Further, in the setting condition list 115, an assumed case 1 as an assumed case, a countermeasure 1 as a countermeasure, a code indicating whether or not it has been calculated (not calculated in FIG. 18), and whether or not to execute a simulation Box will be displayed. When the icon of the countermeasure addition 113 is operated on the simulation setting screen 110 of FIG. 18, in addition to the countermeasure 1, a different countermeasure 2 can be set. When the same operation is repeated, the countermeasures 3, 4,... Are set. Can do.

  FIG. 19 is a schematic diagram showing another example of the simulation setting screen 110 when the countermeasures of the traffic simulator 10 of the present embodiment are set. In the example of FIG. 19, assumed cases 1 and 2 are set. In addition, countermeasure 1, countermeasure 2, and countermeasure 3 corresponding to the assumed case are set. For the sake of simplicity, the contents of the assumed event list and countermeasure group list are omitted. Also, in the setting condition list 116, countermeasure 1, countermeasure 2, and countermeasure 3 are set for the assumed case 1, and countermeasure 1 is set for the assumed case 2. Further, the simulation is set to be executed for the countermeasure 1 and the countermeasure 2 for the assumed case 1.

  When the simulation is executed in the state illustrated in FIG. 19, the traffic evaluation index calculation unit 17 performs the normal time traffic evaluation index for the target link, the expected traffic evaluation index for the link when the assumed case 1 is set, and the link. The measure-time traffic evaluation index for measure 1 and the measure-time traffic evaluation index for measure 2 at the link are calculated.

  Next, a method for displaying simulation results will be described. FIG. 20 is a schematic diagram showing an example of the window alignment screen 160 of the traffic simulator 10 of the present embodiment. The window alignment screen 160 is used to set how to display the simulation result screen on one display when a simulation is executed when a plurality of assumed cases are set or a plurality of measures are set. This is the screen. As shown in FIG. 20, there are three methods for arranging the simulation result screens, such as arranging horizontally (one horizontal row), arranging vertically (one vertical row), or arranging tiles.

  The display control unit 18 controls to display one display screen and another display screen in alignment. Since a plurality of display screens can be arranged and displayed on one display, it is easy to compare traffic evaluation indexes.

  FIG. 21 is a schematic diagram showing a first example of display of a simulation result screen of the traffic simulator 10 of the present embodiment. When “Arrange horizontally” is selected on the window alignment screen 160 shown in FIG. 20, the display control unit 18 controls to display one display screen and another display screen in a horizontal row. As shown in FIG. 21, it is assumed that the horizontal resolution of the display is larger than the vertical resolution.

  In the example of FIG. 21, the simulation result when the assumed case 1 and the countermeasure 1 are set is displayed on the simulation result screen 171 on the left side. Further, the simulation result when the assumed case 1 and the countermeasure 2 are set is displayed on the simulation result screen 172 on the right side. The road network, links, intersections, and the like displayed on the simulation result screens 171 and 172 are the same. As shown in FIG. 21, by displaying two simulation result screens 171 and 172 side by side as an example, a link extending in the vertical direction can be displayed over a wide range. That is, when the target link extends, for example, in the north-south direction, the vertical resolution of the display can be used as it is by displaying the simulation result screen side by side in a horizontal example, and the wide range of the target link Can be displayed.

  Further, as described with reference to FIG. 7, in FIG. 21, the grid pattern rectangle indicates the section where the assumed case is set, the arrow without the pattern indicates normal traffic jam, and the hatched arrow indicates the traffic jam during the assumed case. The checkered arrows indicate traffic jams during the implementation of countermeasures. On the simulation result screens 171 and 172, the traffic jam length is longer than the traffic jam at the normal time because the traffic at the assumed case is a traffic jam that is assumed when traffic restrictions occur.

  The traffic jam length at the time of implementation of measure 1 is almost the same as the traffic jam length at the time of implementation, while the traffic jam length at the time of implementation of measure 2 is greater than the traffic jam length at the time of implementation. Long can be easily compared and read. From this, when the assumption case 1 occurs, it can be easily determined that the countermeasure 1 is more effective than the countermeasure 2. Thus, since the effect of each countermeasure can be verified, the traffic situation can be easily compared and verified.

  FIG. 22 is a schematic diagram illustrating a second example of display of a simulation result screen of the traffic simulator 10 of the present embodiment. When “Arrange vertically” is selected on the window alignment screen 160 shown in FIG. 20, the display control unit 18 controls to display one display screen and another display screen side by side.

  In the example of FIG. 22, the simulation result when the assumed case 1 and the countermeasure 1 are set is displayed on the upper simulation result screen 171. Further, the simulation result when the assumed case 1 and the countermeasure 2 are set is displayed on the lower simulation result screen 172. The road network, links, intersections, and the like displayed on the simulation result screens 171 and 172 are the same, but are different from the road network illustrated in FIG. As shown in FIG. 22, by displaying two simulation result screens 171 and 172 side by side in a vertical example, links extending in the horizontal direction can be displayed over a wide range. That is, for example, when the target link extends in the east-west direction, the horizontal resolution of the display can be used as it is by displaying the simulation result screen side by side in one vertical example, and the wide range of the target link Can be displayed.

  Further, as described in FIG. 7, in FIG. 22, the grid pattern rectangle indicates the section where the assumed case is set, the arrow without the pattern indicates the normal time traffic jam, and the hatched arrow indicates the traffic congestion at the assumed case time. The checkered arrows indicate traffic jams during the implementation of countermeasures. On the simulation result screens 171 and 172, the traffic jam length is longer than the traffic jam at the normal time because the traffic at the assumed case is a traffic jam that is assumed when traffic restrictions occur.

  The traffic jam length at the time of implementing the countermeasure 2 can be easily compared with the traffic jam length at the time of implementing the countermeasure 1 compared to the traffic jam length at the time of implementing the countermeasure. From this, when the assumed case 1 occurs, it can be easily determined that the countermeasure 2 is more effective than the countermeasure 1. Thus, since the effect of each countermeasure can be verified, the traffic situation can be easily compared and verified.

  FIG. 23 is a schematic diagram showing a third example of display of a simulation result screen of the traffic simulator 10 of the present embodiment. When “tile shape 2 × vertical 2” is set on the window alignment screen 160 illustrated in FIG. 20, the display control unit 18 performs control so that one display screen and the other display screen are aligned and displayed in a tile shape.

  In the example of FIG. 23, the simulation result when the assumed case 1 and the countermeasure 1 are set is displayed on the simulation result screen 171 on the upper left side. Further, the simulation result when the assumed case 1 and the countermeasure 2 are set is displayed on the simulation result screen 172 on the upper right side. Further, the simulation result when the assumed case 2 and the countermeasure 1 are set is displayed on the simulation result screen 173 on the lower left side. Further, the simulation result when the assumed case 2 and the countermeasure 2 are set is displayed on the simulation result screen 174 on the lower right side. In this way, the display control unit 18 can simultaneously display four display screens of horizontal 2 × vertical 2 on the display. As a result, when many countermeasures are implemented for one assumed event, or when multiple countermeasures are implemented for each of a plurality of assumed events, each traffic evaluation index when the assumed events and countermeasures are different is summarized. Can be displayed and compared for verification.

  Next, traffic demand adjustment will be described. The traffic demand setting unit 19 has a function as a start / end point display control unit, and controls to display a plurality of start points and a plurality of end points of the simulated vehicle in a matrix. The displayed starting point may be a road network region (also referred to as a zone) including a plurality of starting points, and the displayed end point may be a road network region including a plurality of end points.

  Moreover, the traffic demand setting part 19 sets the traffic demand corresponding to a required start point and end point among the displayed several start points and end points.

  FIG. 24 is a schematic diagram showing an example of the demand setting screen 180 of the traffic simulator 10 of the present embodiment. On the demand setting screen 180, the starting point and destination of the vehicle can be selected for each zone, and “demand adjustment” for adjusting the number of vehicles traveling from the selected starting point to the destination, that is, traffic demand. A desired numerical value can be input. The set demand adjustment is listed as a list.

  FIG. 25 is a schematic diagram showing an example of a zone displayed on the map display screen. FIG. 25 illustrates zones A to J defined by broken lines on the road network. There may be a plurality of start points and end points in one zone. Further, in FIG. 25, the rectangular code indicates the center of the zone, and it can be considered that the total number of vehicles starting from a plurality of starting points in the zone starts from the center of the zone. The same applies to the end point.

  When an icon of the matrix 181 drawn on the menu bar of the map display screen displayed together with the demand setting screen 180 is operated, an OD table adjustment screen illustrated in FIG. 26 described later is displayed.

  FIG. 26 is a schematic diagram showing an example of the OD table adjustment screen of the traffic simulator 10 of the present embodiment. In the example of FIG. 26, 130 cars are input as traffic volume within a predetermined time period with the start point being Zone B and the end point being Zone D, and 200 traffic volumes within a predetermined time period with the start point being Zone D and the end point being Zone B. , And the demand adjustment is performed by inputting 80 vehicles as the traffic volume within a predetermined time with the start point being zone E and the end point being zone D. The other zones can be similarly adjusted. In FIG. 26, a portion where no numerical value is written indicates that no data is set.

  With the above configuration, the traffic volume for each starting point and ending point of the simulated vehicle can be easily grasped. Moreover, a required traffic volume (traffic demand) can be easily set for each starting point and ending point.

  Next, the setting of a parking lot will be described. The parking lot demand setting part 20 has a function as a position setting part, and sets the position of a parking lot on a road network.

  FIG. 27 is a schematic diagram illustrating an example of the position setting of the parking lot in the traffic simulator 10 of the present embodiment. When the icon of the parking lot setting 124 on the assumption setting screen 120 illustrated in FIG. 10 is operated, a parking lot icon is displayed on the road map on the road map screen 190 as shown in FIG. The location of the parking lot can be set by, for example, dragging and dropping the displayed parking lot icon to a location where a large store opens in the future.

  The parking lot demand setting unit 20 sets the entrance link corresponding to the entrance of the set parking lot, the exit link corresponding to the exit, and the parking time of the simulated vehicle.

  FIG. 28 is a schematic diagram showing an example of the parking lot setting screen 200 of the traffic simulator 10 of the present embodiment. On the parking setting screen 200, the name of the parking lot can be input, and an entrance link (may be an entrance node) corresponding to the entrance of the parking lot and an exit link (may be an exit node) corresponding to the exit of the parking lot. Can be set. Further, as shown in FIG. 28, an average parking time, a parking time standard deviation, a maximum parking time, a minimum parking time, and the like can also be set. Thereby, when there is a plan to open a relatively large store, the traffic situation (for example, a vehicle waiting for parking) at the time when the store opens can be evaluated in advance.

  Moreover, the parking lot demand setting part 20 has a function as a behavior setting part, and the one vehicle behavior (for example, behavior type 1) which the simulated vehicle which arrived at the entrance leaves from an exit after parking time arrives at the entrance. At least one of other vehicle behaviors (for example, behavior type 2) that causes the simulated vehicle to disappear is set. In the example of FIG. 28, the vehicle behavior can be set by inputting a numerical value indicating the type (for example, 1, 2 or the like) in the location of the behavior type.

  By setting the behavior type 1, it is possible to evaluate the traffic situation (for example, a vehicle waiting for parking) when the store is opened. Moreover, by setting the behavior type 2, it is possible to evaluate the traffic situation when the parking lot is used as an emergency evacuation place when a disaster occurs.

  Moreover, in the parking lot setting screen 200, the number of vehicles per day using the parking lot can be input to the number-designated location, and the rate of increase of vehicles with the parking lot as the end point is displayed at the designated location. Can be entered. In this case, the proportion of vehicles that end in the zone where the parking lot is set will increase.

  Next, operation | movement of the traffic simulator 10 of this Embodiment is demonstrated. FIG. 29 is a flowchart showing an example of a processing procedure of the traffic simulator 10 of the present embodiment. The traffic simulator 10 sets an assumed event (assumed case) (S11) and determines the presence / absence of another assumed event (S12). If there is another assumed event (YES in S12), the processes after step S11 are repeated. When there is no other assumed event (NO in S12), the traffic simulator 10 sets a countermeasure for the set expected event (S13).

  The traffic simulator 10 determines the presence / absence of another countermeasure (S14), and if there is another countermeasure (YES in S14), the process after step S13 is repeated. If there is no other countermeasure (NO in S14), the traffic simulator 10 determines whether there is another assumed event for which no countermeasure is set (S15), and if there is another assumed event (YES in S15), step The processing after S13 is continued.

  If there is no other assumed event (NO in S15), the traffic simulator 10 calculates a normal traffic evaluation index (S16), calculates an assumed traffic evaluation index (S17), and calculates a countermeasure traffic evaluation index. (S18). The traffic simulator 10 calculates a countermeasure traffic evaluation index for each countermeasure when there are a plurality of countermeasures, and calculates an assumed traffic evaluation index for each assumption event when there are a plurality of assumption events.

  The traffic simulator 10 displays each calculated traffic evaluation index in association with the target link on the road network (S19). The traffic simulator 10 generates a simulated vehicle from the starting point (departure point), collects the simulated vehicle at the end point (destination point) (S20), advances the signal lamp color of the signal lamp, for example, by 0.1 second, and moves the vehicle The simulated vehicle is run according to the model (S21). The traffic simulator 10 determines whether or not to end the process (S22). If the process is not ended (NO in S22), the process after step S16 is repeated and the process is ended (YES in S22). Exit.

  The traffic simulator 10 repeats the processing from step S16 to step S21 every time a simulation cycle (for example, 0.1 second) elapses.

  The traffic simulator 10 described above can also be realized using a general-purpose computer 100 that includes a CPU, a RAM, and the like. That is, as shown in FIG. 29, a computer program that defines each processing procedure is recorded on a recording medium, the recording medium is loaded into a RAM provided in the computer, and the computer program is executed by the CPU. The traffic simulator 10 can be realized on a computer. Note that a computer program that defines each processing procedure as shown in FIG. 29 may be downloaded via a network such as the Internet instead of the recording medium.

  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 13 Traffic evaluation parameter | index estimation part 14 Starting point end point generation part 15 Assumed event setting part 16 Countermeasure setting part 17 Traffic evaluation index calculation part 18 Display control part 19 Traffic demand setting part 20 Parking lot Demand setting part 21 Storage part

Claims (8)

A traffic evaluation device that calculates a traffic evaluation index by simulating traveling one or more links constituting a road network based on each start / end point information of each of a plurality of simulated vehicles,
An assumed event setting section for setting an assumed event including traffic regulation;
A countermeasure setting unit for setting a plurality of different countermeasures for the assumed event set in the assumed event setting unit;
Normal traffic evaluation index at an arbitrary link before setting the expected event in the expected event setting unit, the expected traffic evaluation index at the link after setting the expected event in the expected event setting unit, and the countermeasure A traffic evaluation index calculation unit that calculates a traffic evaluation index at the time of the countermeasure at the link after setting the countermeasure in the setting unit for each of the different countermeasures;
The normal-time traffic evaluation index, the assumed-time traffic evaluation index, and the one-time traffic evaluation index calculated by the traffic evaluation index calculation unit are displayed in correspondence with the links on the road network drawn on one display screen. The normal traffic evaluation index, the assumed traffic evaluation index, and the other countermeasure traffic evaluation index correspond to the link on the road network drawn on another display screen different from the one display screen, respectively. And a display control unit that controls to display the one display screen and the other display screen at the same time . The display control unit
The traffic evaluation apparatus according to claim 1, wherein control is performed so that the one display screen and the other display screen are aligned and displayed. The display control unit
The traffic evaluation apparatus according to claim 1 or 2, wherein the one display screen and the other display screen are controlled so as to be displayed in a horizontal row or a vertical row. The display control unit
The traffic evaluation apparatus according to claim 1 or 2, wherein the one display screen and the other display screen are controlled to be displayed in a tiled manner. A start and end point display control unit for controlling a plurality of start points and a plurality of end points of the simulated vehicle to be displayed in a matrix;
The traffic demand setting part which sets the traffic demand corresponding to a required start point and an end point among a plurality of start points and end points displayed by the start / end point display control unit, according to any one of claims 1 to 4. The described traffic evaluation device. A position setting unit for setting the position of the parking lot on the road network;
An entrance link corresponding to the entrance of the parking lot set by the position setting unit, an exit link corresponding to the exit, and a parking lot demand setting unit for setting the parking time of the simulated vehicle. The traffic evaluation device according to any one of the above.   A behavior setting unit configured to set at least one of one vehicle behavior that the simulated vehicle that has arrived at the entrance starts from the exit after the parking time and another vehicle behavior that causes the simulated vehicle that has arrived at the entrance to disappear. 6. The traffic evaluation device according to 6. A computer program for causing a computer to calculate a traffic evaluation index by simulating and driving one or more links constituting a road network based on individual start / end information,
Computer
An assumed event setting means for setting an expected event including traffic regulation;
Countermeasure setting means for setting a plurality of different countermeasures for the set expected event;
Normal-time traffic evaluation index at any link before setting the expected event, expected traffic evaluation index at the link after setting the expected event, and countermeasure at the link after setting the countermeasure A traffic evaluation index calculating means for calculating an hourly traffic evaluation index for each of the different measures;
The calculated normal traffic evaluation index, the assumed traffic evaluation index, and the one countermeasure traffic evaluation index are displayed in correspondence with the link on the road network drawn on one display screen, and the normal traffic evaluation is performed. metrics, and each of the assumed time traffic metrics and other measures during transportation metrics displayed in correspondence with the link on the road network, which is drawn on the one display screen is different from other display screens, the one A computer program that functions as display control means for controlling the display screen and the other display screen to display simultaneously .

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