JP6460223B2 - Signal control apparatus, computer program, recording medium, and signal control method - Google Patents

Description

  The present invention relates to a signal control device, a computer program for realizing the signal control device, a recording medium storing the computer program, and a signal control method.

  In conventional traffic signal control, MODERATO (Management by Origin-Destination Related Adaptation for Traffic Optimization) control that updates signal control parameters such as cycle length, split, and offset according to traffic conditions is widely used. The cycle length is the time for the signal display to make a round, and the split is the ratio of the length of time allocated to each display relative to the cycle length. The current indication is a time zone in which a right of traffic or a right of traffic is assigned to a set of traffic flows at one intersection.

  The split at the intersection is an important signal control parameter that contributes to the traffic processing capacity. In MODERATO control, the maximum load factor of each inflow path is obtained for each indication, and the indicated load factor is obtained. Is used (see Non-Patent Document 1).

Institute of Traffic Engineering "Revised Traffic Signal Guide" Maruzen, p85, 2009

  The load factor is the ratio of the load traffic volume per unit time to the saturated traffic flow rate. The load traffic volume is the sum of the processed traffic volume (number of inflows) and the number of vehicles in the traffic jam area (number of remaining cars). is there. However, in MODERATO control, variables such as the load factor adopt an average value for a relatively long time. Therefore, if the traffic volume fluctuates during a relatively short time, the traffic processing capacity May decrease.

  The present invention has been made in view of such circumstances, and a signal control device capable of improving traffic processing capability at an intersection, a computer program for realizing the signal control device, and the computer program recorded therein It is an object to provide a recording medium and a signal control method.

(1) A signal control device according to an embodiment of the present invention includes a number acquisition unit that acquires the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path that flows into an intersection, and after the start of a green signal for the inflow path A number specifying unit that specifies the number of vehicles passing through the predetermined position between the first time point and the second time point a plurality of times while updating the second time point until the end of the green light, and the second time point is updated. Based on the number of vehicles per predetermined time passing through the predetermined position based on the number of vehicles specified by the number specifying unit, and the number of vehicles per predetermined time calculated by the number calculation unit A determining unit that determines a signal control parameter at the intersection, and a maximum value specifying unit that specifies a maximum value of the number of vehicles per predetermined time calculated by the number calculating unit , wherein the determining unit Trust The time from the start point to the predetermined time point when the number of vehicles per predetermined time calculated by the number calculating unit decreases from the maximum value specified by the maximum value specifying unit is determined as a green signal time for the inflow path, The determining unit may determine the green signal time for the other inflow path before determining the green signal time for the other inflow path when the number of vehicles per predetermined time on the one inflow path facing at the intersection decreases after the predetermined time point. When the number of vehicles per predetermined time in the inflow path increases again, based on the time until the predetermined time when the number of vehicles per predetermined time in both inflow paths decreases from the maximum value specified by the maximum value specifying unit. Te Ru Citea to determine the green light time.

( 9 ) A computer program according to an embodiment of the present invention is a computer program for causing a computer to perform signal control, and obtains the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path flowing into an intersection. A plurality of vehicle number acquisition units that update the second time point until the end of the green signal while updating the number of vehicles passing through the predetermined position between the first time point and the second time point after the start of the green light for the inflow channel. A number-of-units specifying unit, a number-of-units calculating unit for calculating the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles each time the second time point is updated, a determination unit for determining a signal control parameter at the intersection based on the number of vehicles, specifying the maximum number of vehicles per predetermined time is calculated That the maximum value specifying unit to function, determined from the start of the green light, number of vehicles per predetermined time calculated, the time until a predetermined time to reduce the maximum value specified as green light time for the inlet channel In addition, when the number of vehicles per predetermined time on one inflow path facing at the intersection decreases after the predetermined time point, the one inflow path is determined before determining the green light time for the other inflow path. in case the number of vehicles per predetermined time increases again, number of vehicles per predetermined time in both the inflow passage is, that determine the green light time based on the time until a predetermined time to reduce the maximum value specified .

( 10 ) A recording medium according to an embodiment of the present invention is a non-transitory recording medium readable by a computer in which a computer program for causing a computer to perform signal control is recorded. The number acquisition unit for acquiring the number of vehicles passing through a predetermined position of a predetermined lane of the inflow path flowing into the intersection, and the predetermined position between the first time and the second time after the start of the green signal for the inflow path The vehicle number passing through the predetermined position based on the number of vehicles specified each time the second time point is updated, and the number specifying unit that specifies the number of vehicles passing through the second time point until the end of the green light is updated. A vehicle number calculation unit for calculating the number of vehicles per predetermined time and a signal control parameter at the intersection based on the calculated number of vehicles per predetermined time. A determination unit for determining a meter, to function as the maximum value specifying unit configured to specify the maximum value of the number of vehicles per predetermined time is calculated, from the start of the green light, number of vehicles per predetermined time calculated The time until a predetermined time point that decreases from the specified maximum value is determined as a green signal time for the inflow route, and the number of vehicles per predetermined time on one inflow route facing at the intersection decreases after the predetermined time point. When the number of vehicles per predetermined time increases again on the one inflow path before determining the green time for the other inflow path, the number of vehicles per predetermined time on both inflow paths , that determine the green light time based on the time until a predetermined time to reduce the maximum value specified.

( 11 ) In the signal control method according to the embodiment of the present invention, the number acquisition unit acquires the number of vehicles passing through a predetermined position in a predetermined lane of the inflow path flowing into the intersection, and the start of a blue signal for the inflow path A step in which the number specifying unit specifies the number of vehicles passing through the predetermined position between the first time point and the second time point after that while updating the second time point until the end of the green light, and the second time point; Each time the time is updated, the number calculating unit calculates the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles, and based on the calculated number of vehicles per predetermined time see containing determining the determining unit signal control parameters at intersections, and identifying the maximum value specifying unit the maximum value of the number of vehicles per predetermined time is calculated, the determination unit The time from the start of the green light to the predetermined time when the number of vehicles to be calculated per predetermined time decreases from the specified maximum value is determined as the green light time for the inflow path, and the determining unit further includes: When the number of vehicles per predetermined time on one inflow path facing at an intersection decreases after the predetermined time, before determining the green signal time for the other inflow path, When the number of vehicles increases again, the green light time is determined based on the time until the predetermined time when the number of vehicles per predetermined time decreases from the specified maximum value in both inflow paths .

  ADVANTAGE OF THE INVENTION According to this invention, the traffic processing capability in an intersection can be improved.

It is a block diagram which shows an example of a structure of the signal control apparatus of this Embodiment. It is a schematic diagram which shows an example of the intersection which the signal control apparatus of this Embodiment performs signal control. It is explanatory drawing which shows an example of the accumulated traffic volume after the green signal start of the inflow path of an intersection. It is explanatory drawing which shows the calculation method of the time of the inflow channel blurring rate passing the maximum point by the signal control apparatus of this Embodiment. It is explanatory drawing which shows an example of a mode that traffic processing capability is optimized by the signal control apparatus of this Embodiment. It is explanatory drawing which shows an example of the inflow path of a single intersection, and a present structure. It is explanatory drawing which shows the example of determination of the control parameter in the single intersection by the signal control apparatus of this Embodiment. It is explanatory drawing which shows an example of the inflow path of the single intersection to which the signal control instruction | command was given, and a present structure. It is explanatory drawing which shows an example of the control parameter determined by the signal control apparatus of this Embodiment. It is a schematic diagram which shows an example of the intersection of system | strain control. It is explanatory drawing which shows the example of determination of the control parameter in the system | strain control intersection by the signal control apparatus of this Embodiment. It is explanatory drawing which shows the example of calculation of the control parameter when there is no traffic jam by the signal control apparatus of this Embodiment. It is explanatory drawing which shows an example of correction | amendment of the split by the signal control apparatus of this Embodiment. It is a mimetic diagram showing an example of reconstruction of a system section in case there is traffic jam in a system section. It is explanatory drawing which shows the example of calculation of the blur rate in a different unit time by the signal control apparatus of this Embodiment. It is explanatory drawing which shows an example of the recovery | restoration of a profit rate calculation. It is a flowchart which shows the 1st Example of the process sequence of the signal control apparatus of this Embodiment. It is a flowchart which shows the 1st Example of the process sequence of the signal control apparatus of this Embodiment. It is a flowchart which shows the 2nd Example of the process sequence of the signal control apparatus of this Embodiment.

[Description of Embodiment of Present Invention]
(1) A signal control device according to an embodiment of the present invention includes a number acquisition unit that acquires the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path that flows into an intersection, and after the start of a green signal for the inflow path A number specifying unit that specifies the number of vehicles passing through the predetermined position between the first time point and the second time point a plurality of times while updating the second time point until the end of the green light, and the second time point is updated. Based on the number of vehicles per predetermined time passing through the predetermined position based on the number of vehicles specified by the number specifying unit, and the number of vehicles per predetermined time calculated by the number calculation unit And a determination unit for determining a signal control parameter at the intersection.

  (11) A computer program according to an embodiment of the present invention is a computer program for causing a computer to perform signal control, and obtains the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path flowing into an intersection. A plurality of vehicle number acquisition units that update the second time point until the end of the green signal while updating the number of vehicles passing through the predetermined position between the first time point and the second time point after the start of the green light for the inflow channel. A number-of-units specifying unit, a number-of-units calculating unit for calculating the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles each time the second time point is updated, It functions as a determination unit that determines signal control parameters at the intersection based on the number of vehicles.

  (12) A recording medium according to an embodiment of the present invention is a non-transitory recording medium that can be read by a computer in which a computer program for causing a computer to perform signal control is recorded. The number acquisition unit for acquiring the number of vehicles passing through a predetermined position of a predetermined lane of the inflow path flowing into the intersection, and the predetermined position between the first time and the second time after the start of the green signal for the inflow path The vehicle number passing through the predetermined position based on the number of vehicles specified each time the second time point is updated, and the number specifying unit that specifies the number of vehicles passing through the second time point until the end of the green light is updated. A vehicle number calculation unit for calculating the number of vehicles per predetermined time and a signal control parameter at the intersection based on the calculated number of vehicles per predetermined time. To function as a determination unit which determines the over data.

  (13) In the signal control method according to the embodiment of the present invention, the number acquisition unit acquires the number of vehicles passing through a predetermined position of a predetermined lane of the inflow path flowing into the intersection, and the start of the blue signal for the inflow path A step in which the number specifying unit specifies the number of vehicles passing through the predetermined position between the first time point and the second time point after that while updating the second time point until the end of the green light, and the second time point; Each time the time is updated, the number calculating unit calculates the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles, and based on the calculated number of vehicles per predetermined time Determining a signal control parameter at the intersection.

  The number acquisition unit acquires the number of vehicles passing through a predetermined position in a predetermined lane of the inflow path flowing into the intersection. When there are a plurality of lanes on the inflow path, the predetermined lane may be any one lane, for example, a typical lane, or a dedicated lane such as a right turn lane or a left turn lane. The predetermined lane may be an entire lane. The predetermined position can be a stop line before the intersection or a point a required distance from the intersection. The number-of-units acquisition unit can acquire the number of vehicles from, for example, a vehicle detector installed near the stop line at the intersection.

  The number specifying unit specifies the number of vehicles passing through the predetermined position between the first time point and the second time point after the start of the green signal for the inflow path, while updating the second time point until the end of the green light. The time from the first time point to the second time point is also referred to as unit time p (seconds). The unit time p can be, for example, 10 seconds, but is not limited thereto. When the update cycle at the second time point is expressed in N (seconds), the number specifying unit specifies the number of vehicles that pass a predetermined position (for example, a stop line) during the past p (seconds) every N (seconds). . The update period N can be set to 1 second, for example.

  The number calculating unit calculates the number of vehicles per predetermined time passing through a predetermined position based on the number of vehicles specified by the number specifying unit every time the second time point is updated. The predetermined time can be 1 second, for example, but may be 1 hour or the like. The number of vehicles per predetermined time is also referred to as a profit rate. In other words, the number calculation unit repeatedly calculates the profit rate (units / second) within the unit time p at the update period N.

  The determining unit determines signal control parameters at the intersection based on the number of vehicles per predetermined time calculated by the number calculating unit. The number-of-units calculation unit repeatedly calculates the profit rate within the unit time p at the update period N after the start of the green light. In the time zone when the profit rate is increasing, the traffic processing capacity at the intersection is increasing. In the time zone when the profit rate reaches the maximum point (maximum value), the traffic processing capacity is also maximum. However, it is considered that the traffic processing capacity gradually decreases from the maximum state in the time period when the profit rate decreases from the maximum point. The deciding unit signals that the green light time for the inflow route is ended (censored timing) when the profit rate within the unit time calculated by the number calculating unit decreases from the maximum point (when the maximum point elapses). By determining the control parameter, it is possible to improve (optimize) the traffic processing capacity in the inflow path (intersection).

  (2) The signal control device according to an embodiment of the present invention includes a maximum value specifying unit that specifies the maximum value of the number of vehicles per predetermined time calculated by the number calculating unit, and the determining unit The time from the start point to the predetermined time point when the number of vehicles per predetermined time calculated by the number calculating unit decreases from the maximum value specified by the maximum value specifying unit is determined as a green signal time for the inflow path. It is.

  The maximum value specifying unit specifies the maximum value of the number of vehicles per predetermined time calculated by the number calculating unit. That is, the maximum value specifying unit specifies the maximum point (maximum value) when the blur rate within the unit time gradually increases after the start of the green light. The determining unit determines, as a green signal time for the inflow route, a time from a start time of the green signal for the inflow route to a predetermined time when the number of vehicles calculated by the number calculating unit is reduced from the maximum value specified by the maximum value specifying unit. .

  That is, after the start of the blue signal for the inflow path, a predetermined time point when the blur rate within a unit time decreases after passing the maximum point is determined to be the green signal stop timing, and the green signal time for the inflow path is determined. Thereby, since the green signal with respect to the said inflow path can be terminated before traffic processing capability falls, traffic processing capability can be optimized.

  (3) In the signal control device according to the embodiment of the present invention, the determination unit is configured such that when the number of vehicles per predetermined time decreases after the predetermined time in one inflow path facing at the intersection, the other When the number of vehicles per predetermined time in the one inflow path increases again before determining the green time for the inflow path, the number of vehicles per predetermined time in both inflow paths is the maximum value specifying unit. The green light time is determined on the basis of the time until the predetermined time point that is decreased from the maximum value specified in (1).

  When the number of vehicles per predetermined time on one inflow path facing at the intersection decreases after a predetermined time point, the determination unit determines the time for a predetermined time on one inflow path before determining the green light time for the other inflow path. When the number of vehicles increases again, the green light time is determined based on the time until a predetermined time point when the number of vehicles per predetermined time in both inflow paths decreases from the maximum value specified by the maximum value specifying unit.

  The case where the number of vehicles per predetermined time on one inflow path decreases after a predetermined time is, for example, a case where the decrease continues after a predetermined time when the rate of increase in unit time decreases after passing the maximum point. . The time before determining the green light time for the other inflow path is, for example, before the predetermined time point when the blur rate within the unit time decreases after passing the maximum point, that is, before the green light time is determined. That is, when it is determined that the yield rate of one inflow channel facing at the intersection has decreased from the maximum point and the maximum rate of the yield rate has elapsed, it is determined that the maximum rate of yield rate has elapsed in the other inflow channel. When the recovery due to the re-increase of the yield rate of one inflow channel is seen before, the green light time is determined again based on the maximum rate of the yield rate in both inflow channels. As a result, even in a traffic situation where the yield rate once decreases from the maximum value on one inflow channel and then increases again, it is possible to determine a decrease from the maximum value of both yield rates, Can be properly terminated.

  (4) The signal control apparatus according to the embodiment of the present invention is configured such that the determination unit is configured to perform one predetermined split of the present and the one present among the plural presents of the intersection. Based on the determined green light time, a display time calculation unit is provided for calculating the green light time of other currents other than the one current display.

  The display time calculation unit is based on a predetermined split of one display (designated display) among a plurality of displays at the intersection and a green signal time determined by the determination unit for the one display. Then, the green light time of other displays other than the one display is calculated. For example, the presenting of one opposing inflow path at the intersection is represented as presenting 1 (left turn straight forward and right turn), presenting 2 (right turn), and the other facing inflow path is represented as present 3 (left turn straight forward and right turn). ) And present 4 (turn right). Assume that the current indication 1 is a predetermined designated indication, and the command split of the designated indication is 50%. Further, the green signal times determined by the determination unit for the current indications 1, 2, 3, and 4 are 60 seconds, 12 seconds, 36 seconds, and 10 seconds, respectively. The designated indication may be set manually in advance, or may be switched to a direction where there is traffic on the inflow path corresponding to the indication or a indication with a large amount of traffic (automatic selection). In the case of automatic selection, when a plurality of indications satisfy a condition, it is possible to compare cycles corresponding to each indication split and select a cycle that maximizes the intersection processing capability.

  Since the designated split of current indication 1 is 50%, the cycle length is 120 seconds (the ratio of the green light time 60 seconds of current indication 1 to the cycle length must be 50%, so the cycle length is 120 seconds) There must be). The deciding unit adds the green signal times of the current indication 2, the current indication 3 and the current indication 4 once determined to the green light time of the current indication 1 so that the value becomes 120 seconds. 4. Determine each green light time. For example, when adding the extra number of seconds so that the cycle length is 120 seconds, the green light time can be assigned to the indication that is shortest. Thereby, it is possible to observe a predetermined split (command split). A method is also conceivable in which the blue time is determined at the designated maximum yield rate of the present display and the cycle is obtained as a result (the cycle is a byproduct of the present blue time) without being based on the previously given split as described above.

  (5) In the signal control apparatus according to the embodiment of the present invention, the determination unit is configured by a plurality of intersections, and determines the green signal time for the inflow path of each intersection of the system section controlled by the same cycle length. A cycle length calculation unit that calculates a cycle length of each intersection based on a green signal time with respect to the inflow path of each intersection determined by the determination unit, and the determination unit includes the cycle calculated by the cycle length calculation unit. The maximum cycle length among the lengths is determined as the cycle length of the system section.

  The determining unit determines a green signal time for an inflow path of each intersection of a system section configured by a plurality of intersections and controlled with the same cycle length. The cycle length calculation unit calculates the cycle length of each intersection based on the green signal time for the inflow path of each intersection determined by the determination unit. The cycle length may be calculated by adding up the green light times for each display. The determination unit determines the maximum cycle length among the cycle lengths calculated by the cycle length calculation unit as the cycle length of the system section.

  For example, the intersections of the system sections are C1, C2, and C3, and the cycle lengths calculated by the cycle length calculation unit for the intersections C1, C2, and C3 are 120 seconds, 140 seconds, and 160 seconds, respectively. A determination part determines the cycle length of each intersection of a system | strain area to 160 seconds which is the maximum value. It is necessary to give a common cycle length to the traffic signal group constituting one system control system, and it is possible to obtain a common cycle length using the green light time in which the traffic processing capacity is optimized based on the profit rate.

  (6) The signal control apparatus according to the embodiment of the present invention may be configured such that a difference between a cycle length of an intersection other than the intersection where the maximum cycle length is calculated among the plurality of intersections and the maximum cycle length. Accordingly, a green signal time correction unit for correcting a green signal time for the inflow path of the other intersection is provided.

  The green light time correction unit corrects the green light time for the inflow path of other intersections according to the difference between the cycle length of the other intersections other than the intersection where the maximum cycle length was calculated among the multiple intersections and the maximum cycle length. To do.

  For example, assume that the cycle length of the intersection C1 is changed from 120 seconds to the maximum cycle length of 160 seconds. The difference is 40 seconds. The present indication of the intersection C1 is assumed to be present 1, present 2, present 3, and present 4, and the green signal times (green signal time before correction) of presents 1 to 4 are 60 seconds, 20 seconds, and 30 seconds, respectively. 10 seconds (fixed number of seconds). The green signal time correction unit corrects the green signal time by redistributing the difference according to the ratio of the green signal time before correction. The green signal times of the present indications 1 to 4 after correction are, for example, 80 seconds, 30 seconds, 40 seconds, and 10 seconds (fixed seconds). Thereby, when performing system control using a common cycle length, it is possible to provide a green light time in which the traffic processing capacity is optimized based on the profit rate.

  (7) The signal control device according to the embodiment of the present invention may be configured such that a cycle length acquisition unit that acquires a predetermined cycle length determined in advance for the plurality of intersections and an inflow path of the plurality of intersections. A congestion determination unit that determines whether or not at least one of a traffic jam or a saturated state has occurred, and a specified cycle length acquired by the acquisition unit when the traffic jam determination unit determines that no traffic jam or saturation has occurred Or a selection unit that selects any one of the cycle lengths determined by the determination unit.

  The cycle length acquisition unit acquires predetermined cycle lengths predetermined for a plurality of intersections. For example, the designated cycle length is calculated by a traffic control center or the like and can be a cycle length calculated by MODERATO control. The traffic jam determination unit determines whether at least one of traffic jam or a saturated state (for example, traffic demand is a traffic processing amount state but not traffic jam) occurs in any of the inflow paths of the plurality of intersections. The selection unit selects either the acquired designated cycle length or the cycle length determined by the determination unit when the traffic determination unit determines that the traffic jam and the saturated state have not occurred.

  When traffic congestion and saturation are not occurring in the system section, smooth traffic flow is required rather than maximizing the traffic processing capacity at the traffic intersection. And when there is no traffic jam, it is considered that the traffic flow is smoothed by the cycle length calculated by MODERATO control, so either the designated cycle length or the cycle length determined by the decision unit One can be selected.

  (8) In the signal control device according to the embodiment of the present invention, when the selection unit determines that at least one of a traffic jam or a saturated state has occurred in the traffic jam determination unit, the cycle determined by the determination unit The length is selected.

  The selection unit selects the cycle length determined by the determination unit when the traffic determination unit determines that at least one of a traffic jam or a saturated state has occurred. If at least one of traffic congestion and saturation occurs in the system section, it is necessary to maximize the traffic processing capacity at the traffic intersection, so by selecting the cycle length determined based on the profit rate , Can improve the traffic processing capacity of traffic jam intersections.

  (9) The signal control apparatus according to the embodiment of the present invention, when the traffic congestion determination unit determines that at least one of a traffic jam or a saturated state has occurred, the cycle of each intersection calculated by the cycle length calculation unit When there are a plurality of intersections whose length satisfies a predetermined condition, a system section setting unit that sets the plurality of intersections as new system sections is provided.

  The system section setting unit has a plurality of intersections where the cycle length of each intersection calculated by the cycle length calculation unit satisfies a predetermined condition when it is determined by the traffic congestion determination unit that at least one of traffic jam or saturation has occurred When a plurality of intersections are set as new system sections. The predetermined condition is that a difference in cycle length can be set to a predetermined threshold value or less.

  For example, if the cycle length of one intersection C1 of adjacent intersections is 120 seconds, the cycle length of the other intersection C2 is 130 seconds, and the threshold is 10 seconds, the cycle lengths of the intersections C1 and C2 satisfy a predetermined condition. Therefore, the intersections C1 and C2 are set as the same system section. When traffic congestion or at least one of saturation occurs in the system section, it is required to maximize the traffic processing capacity at the traffic congestion intersection. However, if the same cycle length is set for each intersection as the same system section, an unnecessary waiting time may occur at an intersection where traffic congestion has not occurred. For this reason, by reconstructing the system section, it is possible to set the intersections that are required to maximize the traffic processing capacity as the same system section.

  (10) In the signal control device according to the embodiment of the present invention, the number specifying unit specifies the number of vehicles for each of a plurality of time differences having different time differences from the first time point to the second time point. And the number calculating unit calculates the number of vehicles per predetermined time for each of the plurality of time differences, and the determining unit calculates the number of vehicles for each of the plurality of time differences. The signal control parameter at the intersection is determined based on the number of vehicles per predetermined time.

  The number specifying unit specifies the number of vehicles for each of a plurality of time differences having different time differences from the first time point to the second time point. The number calculation unit calculates the number of vehicles per predetermined time for each of a plurality of time differences. Assuming that the unit time p (seconds) from the first time point to the second time point is used, the unit time p1 (for example, 10 seconds) and the unit time p2 (for example, 11 seconds) can be obtained. For example, the number calculation unit calculates the profit rate within the unit time p1 and the profit rate within the unit time p2.

  The determination unit determines signal control parameters at the intersection based on the number of vehicles per predetermined time calculated by the number calculation unit for each of a plurality of time differences. For example, the determination unit ends the green light time for the inflow path when the profit rate in the unit time p1 calculated by the number calculation unit decreases from the maximum point and the gain rate in the unit time p2 decreases from the maximum point. The signal control parameter is determined so as to be the time (censoring timing). Since the change in the profit rate differs depending on the unit time p, it is possible to accurately determine the decrease in traffic processing capacity by obtaining the profit rate within a plurality of unit times.

[Details of the embodiment of the present invention]
Hereinafter, a signal control device, a computer program, a recording medium, and a signal control method according to embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing an example of the configuration of the signal control apparatus 100 of the present embodiment. The signal control device 100 includes a CPU 10 that controls the entire device, a traffic volume acquisition unit 11, a communication interface 12, a vehicle number identification unit 13, a vehicle number calculation unit 14, a determination unit 15, a storage unit 16, a current time calculation unit 17, A cycle length calculation unit 18, a green light time correction unit 19, a traffic jam determination unit 20, a selection unit 21, a system section setting unit 22, and the like are provided.

  The signal control device 100 can be incorporated in a traffic signal controller installed near an intersection, or can be configured as a server installed in a traffic control center or the like.

  FIG. 2 is a schematic diagram illustrating an example of an intersection controlled by the signal control apparatus 100 according to the present embodiment. As shown in FIG. 2, a plurality of inflow paths m (m = 1, 2, 3, 4) flow into the intersection. Inflow channels m = 1 and m = 3 are inflow channels facing each other, and a signal lamp 201 is provided for the inflow channels m = 1 and m = 3, and the inflow channels m = 2 and m = 4 are mutually connected. The signal lamp device 202 is provided for the inflow paths facing each other and the inflow paths m = 2 and m = 4. Each inflow path is two lanes on one side of lane n (n = 1, 2), but the number of lanes is not limited to the example of FIG. In addition, the shape of the intersection is not limited to the example of FIG. 2, and may be a three-way road, a five-way road, or the like. Moreover, FIG. 2 is an example in the case of left-hand traffic, and in the case of right-hand traffic, the lane is reversed left and right.

  A vehicle detector (not shown) is installed at the inflow portion of the intersection. The vehicle sensor is an ultrasonic sensor, an image sensor, or the like, and passes through a predetermined position of a predetermined lane (for example, a stop line or a point tens of meters upstream from the intersection) of the inflow path flowing into the intersection. Sensing information such as the number of vehicles (traffic volume) and occupation ratio is calculated, and the calculated sensing information is transmitted to the signal control device 100. In addition, the number of vehicles (traffic volume) can also acquire probe data in real time from the vehicle which passes an intersection. At the same time, using this probe data, the blur rate can be obtained.

  The traffic volume acquisition unit 11 has a function as a number acquisition unit, and acquires the number of vehicles passing through a predetermined position in a predetermined lane of an inflow channel flowing into an intersection. When there are a plurality of lanes on the inflow path, the predetermined lane may be any one lane, for example, a typical lane, or a dedicated lane such as a right turn lane or a left turn lane. The predetermined lane may be an entire lane. The predetermined position can be a stop line before the intersection or a point at a required distance (for example, several tens of meters upstream) from the intersection.

  When the signal control device 100 is incorporated in a traffic signal controller, the communication interface 12 receives signal information including a signal control parameter of the traffic signal controller from a server of the traffic control center. In addition, when incorporating the signal control apparatus 100 in the server of a traffic control center, the communication interface 12 functions as a communication interface with the traffic signal controller installed near the intersection.

  The vehicle number specifying unit 13 has a function as a number specifying unit, and determines the number of vehicles passing through a predetermined position from the first time point to the second time point after the start of the green signal for the inflow path as the second time point. Specify multiple times while updating until the end of the green light. The time from the first time point to the second time point is also referred to as unit time p (seconds). The unit time p can be, for example, 10 seconds, but is not limited thereto, and can be, for example, about 11 to 30 seconds. When the update cycle at the second time point is expressed in N (seconds), the vehicle number specifying unit 13 indicates the number of vehicles passing a predetermined position (for example, a stop line) during the past p (seconds) every N (seconds). Identify. The update period N can be set to 1 second, for example, but is not limited to 1 second, and can be set to any one of 2 to 5 seconds, for example.

  The vehicle number calculation unit 14 has a function as a number calculation unit, and whenever the second time point is updated, the number of vehicles per predetermined time passing through a predetermined position based on the number of vehicles specified by the vehicle number specification unit 13 is calculated. calculate. The predetermined time can be 1 second, for example, but may be 1 hour or the like. The number of vehicles per predetermined time is also referred to as a profit rate. That is, the vehicle number calculation unit 14 repeatedly calculates the profit rate (units / second) within the unit time p at the update period N. In the following explanation, the term “gain ratio” is mainly used for the sake of simplicity.

  Next, a method for calculating the profit rate will be described. FIG. 3 is an explanatory diagram showing an example of the accumulated traffic volume after the start of the green light on the inflow path at the intersection. FIG. 3 shows the cumulative traffic volume of the lane n (n = 1 to 2) of the inflow channel m (m = 1 to 4). The horizontal axis shows the elapsed time (seconds) from the start of the green light, and the vertical axis shows the cumulative traffic volume. The current time is defined as the second time point (time t), and the time point from the second time to the past unit time p is defined as the first time point (time (tp)).

  When the rate of turnover in the unit time of the lane n of the inflow channel m is expressed by FR (m, n), the rate of turnover FR (m, n) = {the traffic volume from time (tp) to time t ( The number of vehicles)} / unit time p can be calculated. The vehicle number calculation unit 14 repeatedly calculates the gain rate FR (m, n) within a unit time at an update cycle N (for example, 1 second).

  The average burn rate FR-ave (m) of the inflow channel m can be obtained by averaging FR (m, 1) and FR (m, 2) in the case of two lanes, and in the case of three lanes, It can be determined by the average of FR (m, 1), FR (m, 2) and FR (m, 3).

  The maximum yield rate FR-max (m) of the inflow channel m is the maximum value of FR (m, 1) and FR (m, 2) in the case of two lanes, and FR ( It is the maximum value of m, 1), FR (m, 2) and FR (m, 3).

  The blur rate FR (m) of the inflow channel m may be the average blur rate FR-ave (m) of the inflow channel m or the maximum blur rate FR-max (m) of the inflow channel m. The traffic manager can decide which to select.

  The determination unit 15 determines signal control parameters at the intersection based on the yield rate within the unit time (the number of vehicles per predetermined time) calculated by the vehicle number calculation unit 14. The traffic processing capacity at the intersection is increasing in the time zone when the profit rate calculated by the vehicle number calculation unit 14 is increased every N update cycles. In the time zone when the profit rate reaches the maximum point (maximum value), the traffic processing capacity is also maximum. However, it is considered that the traffic processing capacity gradually decreases from the maximum state in the time period when the profit rate decreases from the maximum point.

  The deciding unit 15 determines the inflow path at a time point (the time when the maximum point elapses) when the profit rate (the profit rate FR (m) of the inflow path m) within the unit time calculated by the vehicle number calculation unit 14 decreases from the maximum point. By determining the signal control parameter so as to be the end point (canceling timing) of the green light time for m, it is possible to improve (optimize) the traffic processing capacity on the inflow path (intersection).

  Next, a description will be given of a calculation method at the time when the blur rate FR (m) of the inflow channel m passes the maximum point. The first calculation method is a method of directly adopting the profit rate (the profit rate FR (m) of the inflow channel m) within the unit time calculated by the vehicle number calculation unit 14.

  FIG. 4 is an explanatory diagram showing a calculation method at the time when the blurring rate FR (m) of the inflow path m passes the maximum point by the signal control device 100 of the present embodiment. In FIG. 4, the horizontal axis indicates the elapsed time (seconds) from the start of the green signal, and the vertical axis indicates the rate of gain within the unit time. The number-of-vehicles calculation unit 14 has a function as a maximum value specifying unit, and specifies the maximum value of the profit rate FR (m) of the inflow channel m that is repeatedly calculated every update period N. That is, the vehicle number calculation unit 14 specifies the maximum point (maximum value) when the profit rate within the unit time gradually increases after the start of the green light.

  As shown in FIG. 4, when the rate of increase in unit time is reduced by a predetermined number of seconds (for example, 5 to 10 seconds) every predetermined update period N from the maximum value (decreasing predetermined time point), or a predetermined number of times of updating. The time point that decreases each time (predetermined time point that decreases) is the time point when the maximum point has elapsed. The point in time when the maximum point has passed is represented by FR-peak (m). As shown in FIG. 4, the time point FR-peak (m) at which the maximum point has passed may be the last time point t1 of the time when the blur rate is the maximum point, and the last time point among the times when the gain rate is the maximum point. It may be a time point t2 when a predetermined number of seconds (for example, 5 to 10 seconds) have elapsed from the time point t1.

  The determination unit 15 determines the time from the start point of the green signal for the inflow path m to the time point FR-peak (m) when the maximum point has elapsed as the green signal time for the inflow path m.

  In other words, after the start of the blue signal for the inflow path, the time point at which the blur rate within the unit time decreases after passing the maximum point is determined to be the timing at which the blue signal is terminated, and the green signal time for the inflow path is determined. Thereby, since the green signal with respect to the said inflow path can be terminated before traffic processing capability falls, traffic processing capability can be optimized.

  The second calculation method is a method in which the profit rate within the unit time calculated by the vehicle number calculation unit 14 (the profit rate FR (m) of the inflow channel m) and statistics for a certain period are used together. First, the calculated rate of gain within the unit time (the rate of increase FR of the inflow channel m (m)) is set to a certain time zone (for example, 7 am, 8 am, 6 pm on weekdays) For the past certain days (for example, 5 days) is collected and statistically processed. That is, a statistical value for a certain day in a certain time zone at which the time point FR-peak (m) when the maximum point has passed is defined as a statistical time point FR-peak-sta (m). In addition, for the sake of convenience, the point in time when the maximum point calculated by the first calculation method has elapsed is represented by the actual measurement point FR-peak-real (m).

  In the second calculation method, the time point FR-peak (m) at which the maximum point has passed is obtained by weighting and summing the measured time point FR-peak-real (m) and the statistical time point FR-peak-sta (m) at a predetermined rate. calculate. That is, it is calculated by the following formula: FR−peak (m) = α × measured time FR−peak−real (m) + (1−α) × statistic time FR−peak−sta (m). In addition, when accumulating statistical data, an improvement in accuracy can be expected by dividing and accumulating according to the moon, weather, and the like.

  The third calculation method is a method that employs only statistical values for a certain period. That is, the third calculation method is a method in which the statistical time point FR-peak-sta (m) calculated by the second calculation method is used as the time point FR-peak (m) when the maximum point has passed. In this case, in order to improve the accuracy, it is possible to collect the statistics for the past several weeks instead of for the past certain days (for example, for five days). Further, when statistical data is accumulated, it is possible to expect improvement in accuracy by dividing and accumulating according to the moon, weather, and the like.

  FIG. 5 is an explanatory diagram showing an example of how traffic processing capacity is optimized by the signal control device 100 of the present embodiment. In FIG. 5, the horizontal axis indicates the elapsed time (seconds) from the start of the green light, and the vertical axis indicates the profit rate (units / second) and the accumulated traffic volume (units) within the unit time. In FIG. 5, the cumulative traffic volume and the profit rate are plotted. The cycle length based on the conventional MODERATO control (for example, control based on the current load factor) is 180 seconds, the split of one inflow path corresponding to the intersection is 50% (green light time: 90 seconds), and the other The split of the inflow channel is 50% (green signal time: 90 seconds). In this case, it is assumed that the accumulated traffic volume has changed as shown in FIG. FIG. 5 also shows the profit rate within a unit time (10 seconds) calculated by the signal control apparatus 100 of the present embodiment. As shown in FIG. 5, the blur rate gradually increases after the start of the blue signal, and reaches a maximum point (maximum value) when about 20 seconds elapse from the start of the blue signal. Thereafter, until about 70 seconds elapse from the start of the green light, the blur rate maintains the maximum point. After about 70 seconds from the start of the green light, the blur rate gradually decreases. For this reason, the traffic processing capacity can be maximized (optimized) for the inflow channel by cutting off the green light when about 70 seconds have elapsed from the start of the green light.

  Next, the calculation of the maximum yield rate of the current corresponding inflow channel will be described. The maximum yield rate time is the time point FR-peak (m) at which the maximum rate of blur has elapsed. First, a case where the maximum yield rate time is directly employed will be described.

  FIG. 6 is an explanatory view showing an example of the inflow path of the single intersection and the present configuration. As shown in FIG. 6, the direction of each inflow channel is defined as direction 11, direction 12, direction 21, and direction 22. Current indications for one direction 11 and direction 12 facing each other at the intersection are current indications 1 and 2, and current indications for the other directions 21 and 22 opposite each other at the intersection are current indications 3 and 4. ing.

  Each indication has a realization time in seconds consisting of a minimum guaranteed number of seconds (for example, a safe number of seconds for a pedestrian crossing a pedestrian crossing) and a maximum number of seconds (depending on the location of the intersection). Each representation can vary within this range. In many cases, the maximum number of seconds is set as an operational limit in consideration of the waiting time of a driver or a pedestrian in signal control.

  FIG. 7 is an explanatory diagram illustrating an example of determining control parameters at a single intersection by the signal control apparatus 100 according to the present embodiment. The control parameters shown in FIG. 7 are calculated for the intersection shown in FIG. First, description 1 will be described. The maximum yield rate time corresponding to the current indication 1 can be obtained by the maximum value of the maximum yield rate time in the direction 11 and the maximum yield rate time in the direction 12. For example, if the maximum yield rate time in the direction 11 is 60 seconds and the maximum blur rate time in the direction 12 is 53 seconds, the maximum blur rate time corresponding to the current indication 1 is 60 seconds. Here, since 60 seconds is within the realization range, it can be adopted as it is.

  Similarly, the maximum yield rate time corresponding to the present indication 2 can be obtained by the maximum value of the maximum yield rate time of the right turn lane in the direction 11 and the maximum yield rate time of the right turn lane in the direction 12. For example, if the maximum turn rate time for a right turn in direction 11 is 21 seconds and the maximum turn rate time for a right turn in direction 12 is 23 seconds, the maximum turn rate time corresponding to the present indication 2 is 23 seconds. Here, since 23 seconds is out of the realization range, the maximum number of seconds is shortened to 20 seconds, and the shortened 20 seconds is adopted.

  As described above, when determining the green signal time for the inflow path, the determining unit 15 determines the maximum number of seconds as the green signal time when the green signal time exceeds the maximum number of seconds. The maximum limit number of seconds is determined by, for example, the location condition of an intersection and is the maximum number of seconds for avoiding useless blue time. Thereby, useless blue time can be avoided.

  The maximum yield rate time corresponding to the current indication 3 can be obtained by the maximum value of the maximum yield rate time in the direction 21 and the maximum yield rate time in the direction 22. For example, if the maximum yield rate time in the direction 21 is 22 seconds and the maximum blur rate time in the direction 22 is 29 seconds, the maximum blur rate time corresponding to the current indication 3 is 29 seconds. Here, since 29 seconds is out of the realization range, it is raised to 30 seconds, which is the minimum guaranteed number of seconds, and the raised 30 seconds is adopted.

  Thus, when determining the green signal time for the inflow path, the determination unit 15 determines the minimum guaranteed time as the green signal time when the green signal time is less than the minimum guaranteed time. The minimum guaranteed number of seconds is, for example, a safe number of seconds for a pedestrian crossing a pedestrian crossing. As a result, a safe number of seconds for a pedestrian crossing the pedestrian crossing can be secured.

  Further, as described above, the determination unit 15 determines the longer one as the green signal time when the green signal time for one inflow path facing at the intersection and the green signal time for the other inflow path are different. For example, if the green light time for one inflow route is short and the green light time for the other inflow route is long, if the shorter one is determined as the green light time, the green light will be cut off before the traffic processing capacity of the other inflow route reaches its maximum. As a result, it is impossible to improve the traffic processing capability in the present indication. By determining the longer one as the green light time, it is possible to improve the traffic processing capability for the display of the inflow path facing at the intersection.

  Since the lower display 4 is given as 10 seconds fixed, 10 seconds is adopted as it is. In the case of a single intersection, since it is not necessary to consider the system with other intersections, the maximum yield rate time (green light time) can be calculated by the above-described method.

  Next, a case where the maximum yield rate time is reflected in a signal control command by a traffic control center or the like will be described. FIG. 8 is an explanatory diagram showing an example of an inflow path of a single intersection to which a signal control command is given and an example of the present configuration. The configuration of the intersection is the same as in the example of FIG. As shown in FIG. 8, command splits of 50%, 10%, 30%, and 10% are given to the current indications 1 to 4, respectively, as signal control commands.

  FIG. 9 is an explanatory diagram showing an example of control parameters determined by the signal control apparatus 100 of the present embodiment. The control parameters shown in FIG. 9 are calculated for the intersection shown in FIG. First, it is assumed that the control parameters determined by the signal control device 100 are the same as those in the example of FIG. That is, it is assumed that the maximum yield rate time corresponding to current indication 1, current indication 2, current indication 3 and current indication 4 is 60 seconds, 20 seconds, 30 seconds and 10 seconds, respectively.

  The number of seconds before correction is obtained by recalculating the maximum yield rate time determined (calculated) for each display in accordance with the command split. The designated indication is “presentation 1”. The designated indication may be, for example, the result of maximum load factor, fixed setting by the traffic manager, setting that changes with time, automatic judgment due to traffic jams, etc., and must comply with the split. It is a display. Since the current indication 1 is the designated current indication, it is necessary to make the maximum yield rate time 60 seconds for the current indication 1 be the command split 50% of the current indication 1. That is, if the cycle length is 120 seconds, the split shown in the present example 1 is 50%. In this case, the number of seconds before correction of the current indication 1 is 60 seconds.

  The command splits of the other indications 2, 3, and 4 are 10%, 30%, and 10% (however, fixed for 10 seconds). 2. The number of seconds before correction for current indication 3 and current indication 4 is 12 seconds, 36 seconds, and 10 seconds (fixed). Here, with respect to the present indication 4, according to the command split, the maximum yield rate time should be 12 seconds, but is a fixed 10 seconds, and therefore, a surplus number of seconds (2 seconds) is generated. For this reason, it is necessary to allocate the surplus number of seconds (2 seconds) to any of the indications.

  The number of seconds after correction is the number of seconds after the surplus number of seconds (2 seconds) is assigned to the display. In the example of FIG. 9, by assigning to the display 2 having the shortest maximum yield rate, the number of seconds before correction of the display 2 is set to 14 seconds after correction. In the number of seconds after correction, the cycle length is 120 seconds.

  As described above, the display time calculation unit 17 determines a split of one predetermined display (designated display) and the one display among a plurality of displays at the intersection. Based on the green light time determined by the unit 15, the green light time of other displays other than the one current display is calculated.

  For example, the presenting of one opposing inflow path at the intersection is represented as presenting 1 (left turn straight forward and right turn), presenting 2 (right turn), and the other facing inflow path is represented as present 3 (left turn straight forward and right turn). ) And present 4 (turn right). Assume that the current indication 1 is a predetermined indication, and the command split of the indication 1 is 50%. In addition, the green light times determined by the determination unit 15 for the current indications 1, 2, 3, and 4 are 60 seconds, 12 seconds, 36 seconds, and 10 seconds, respectively. The designated indication may be set manually in advance, or may be switched to a direction where there is traffic on the inflow path corresponding to the indication or a indication with a large amount of traffic (automatic selection). In the case of automatic selection, when a plurality of indications satisfy a condition, it is possible to compare cycles corresponding to each indication split and select a cycle that maximizes the intersection processing capability.

  Since the command split of the current indication 1 is 50%, the cycle length is 120 seconds (the ratio of the green light time 60 seconds of the current indication 1 to the cycle length must be 50%, so the cycle length is 120 seconds. There must be). The determination unit 15 adds the green signal times of the current indication 2, the current indication 3 and the current indication 4 once determined to the green light time of the current indication 1 so that the value becomes 120 seconds. Each green light time shown in FIG. 4 is determined. For example, when adding the extra number of seconds so that the cycle length is 120 seconds, the green light time can be assigned to the indication that is shortest. Thereby, it is possible to observe a predetermined split (command split). It is also possible to consider a method of determining the blue time with the specified maximum profit rate of the present display and determining the result as a result (the cycle is a by-product of the present blue time) without being based on the previously given split as described above. It is done.

  When correcting the green light time (maximum profit rate time) due to insufficient seconds due to constraints such as the lower limit seconds, the command split may be a value obtained by adding the insufficient seconds to the insufficient display. it can. In this case, when rounding the cycle length to a multiple such as 5 seconds or 10 seconds, the load factor can be increased.

  Next, the case of a system control intersection will be described. FIG. 10 is a schematic diagram showing an example of an intersection of system control. As shown in FIG. 10, it is assumed that intersections C1 to C6 exist. Assume that the intersections C1 to C3 constitute a system section A, and the intersections C4 to C6 constitute a system section B. In this case, the intersections C1 to C3 in the system section A are system controlled with the same cycle length (for example, 150 seconds). Similarly, the intersections C4 to C6 in another system section B are system-controlled with the same cycle length (for example, 120 seconds different from the system section A).

  FIG. 11 is an explanatory diagram illustrating an example of determining control parameters at a system control intersection by the signal control apparatus 100 according to the present embodiment. As shown in FIG. 11, the intersections in the system section are defined as C1, C2, and C3. The calculation examples of the green signal time for the indications 1 to 4 of the intersection C1 by the conventional method (MODERATO control or the like) are 80 seconds, 20 seconds, 40 seconds, and 10 seconds, respectively. In addition, the calculation examples of the green signal time for the present indications 1 and 2 of the intersection C2 by the conventional method (MODERATO control or the like) are 110 seconds and 40 seconds, respectively. In addition, the calculation examples of the green signal times for the indications 1 to 4 of the intersection C3 by the conventional method (MODERATO control or the like) are 80 seconds, 20 seconds, 40 seconds, and 10 seconds, respectively. The cycle lengths of the intersections C1 to C3 are the same in 150 seconds.

  In addition, the “determined number of seconds based on the blur rate” by the signal control device 100 for the indications 1 to 4 of the intersection C1 is 60 seconds, 20 seconds, 30 seconds, and 10 seconds, respectively. In addition, the “determined number of seconds based on the gain rate” by the signal control device 100 for the current indications 1 to 4 of the intersection C3 is 86 seconds, 20 seconds, 44 seconds, and 10 seconds, respectively. The intersection C2 is assumed to be an intersection with a small amount of traffic on the secondary road, and the calculation process of the maximum yield rate by the signal control device 100 is omitted.

  As described above, the determination unit 15 is configured by a plurality of intersections, and determines the green signal time for the inflow path of each intersection of the system section controlled by the same cycle length.

  Next, recalculation of control parameters at each intersection of system control will be described separately for cases where there is no traffic jam in the system section and cases where there is traffic jam. First, the case where there is no traffic jam in the system section will be described.

  FIG. 12 is an explanatory diagram illustrating a calculation example of control parameters when there is no traffic jam by the signal control apparatus 100 according to the present embodiment. First, the determination of the cycle length based on the maximum yield rate time will be described. The cycle length calculation unit 18 calculates the cycle length of each intersection based on the green signal time for the inflow path of each intersection determined by the determination unit 15. The cycle length may be calculated by adding up the green light times for each display. In the example of FIG. 12, the cycle length of the intersection according to the blur rate is calculated as 120 seconds at the intersection C1 and 160 seconds at the intersection C3.

  The determination unit 15 determines the maximum cycle length among the cycle lengths calculated by the cycle length calculation unit 18 as the cycle length of the system section. In the example of FIG. 12, 160 seconds, which is the maximum cycle length among the cycle lengths calculated by the cycle length calculation unit 18, is determined as the cycle length of the system section based on the profit rate.

  In another example, for example, the intersections of the system sections are C1, C2, and C3, and the cycle lengths calculated by the cycle length calculation unit 18 for the intersections C1, C2, and C3 are 120 seconds and 140 seconds, respectively. 160 seconds. The determination unit 15 determines the cycle length of each intersection in the system section as the maximum value of 160 seconds.

  It is necessary to give a common cycle length to the traffic signal group constituting one system control system, and the cycle length calculation unit 18 uses the common cycle using the green signal time in which the traffic processing capacity is optimized based on the profit rate. You can ask for the length.

  Next, determination of the cycle length of the system section will be described. The communication interface 12 has a function as a cycle length acquisition unit, and acquires predetermined cycle lengths predetermined for a plurality of intersections. For example, the designated cycle length is calculated by a traffic control center or the like and can be a cycle length calculated by MODERATO control. In the example of FIG. 12, 150 seconds is given to the intersections C1 to C3 as the cycle length of the conventional method.

  The traffic jam determination unit 20 determines whether traffic jam has occurred in any of the inflow paths of the plurality of intersections. In the example of FIG. 12, it is assumed that there is no traffic jam. Further, the traffic jam determination unit 20 not only determines the presence / absence of traffic jams, but also determines the presence / absence of a saturated state (for example, traffic demand is a traffic processing amount state, not traffic jams) instead of traffic jams. it can. In the following description, the occurrence of traffic congestion includes the case where the vehicle is saturated.

  When the congestion determination unit 20 determines that no congestion has occurred, the selection unit 21 selects either the acquired designated cycle length or the cycle length determined by the determination unit 16. In the example of FIG. 12, case 1 and case 2 are listed as the cycle lengths to be selected. Case 1 shows the case of selecting the cycle length of the conventional method, and Case 2 shows the case of selecting the cycle length of the system section according to the profit rate. In addition, comparing the case 1 and the case 2, the longer cycle length can be adopted. In addition, regardless of which of cases 1 and 2 is adopted, the cycle length variation range (minimum to maximum) is registered in advance in the traffic control system, etc., and the cycle length is within the registered variation range. Can be corrected.

  When there is no traffic jam in the system section, smooth traffic flow is required rather than maximizing the traffic processing capacity at the traffic jam intersection. And when there is no traffic jam, it is considered that the traffic flow is smoothed by the cycle length calculated by the MODERATO control. Therefore, either the designated cycle length or the cycle length determined by the determination unit 15 is selected. Either one can be selected.

  Next, correction of intersection splits will be described. FIG. 13 is an explanatory diagram showing an example of split correction by the signal control apparatus 100 according to the present embodiment. The green signal time correction unit 19 calculates the green signal time for the inflow path of another intersection according to the difference between the cycle length of the other intersection other than the intersection for which the maximum cycle length is calculated and the maximum cycle length among the plurality of intersections. to correct. As shown in FIG. 12, the intersection where the maximum cycle length is calculated is C3, and the other intersection is C1.

  For example, as shown in FIG. 13, the cycle length of the intersection C1 is changed from 120 seconds, which is the cycle length based on the determined number of seconds based on the profit rate (the cycle length of the intersection based on the profit ratio), to the cycle length of the system section (the cycle length to be selected). ) Which is 160 seconds. In this case, the difference between the cycle length of the intersection C1 (120 seconds) and the maximum cycle length (160 seconds) is 40 seconds.

  The green signal time correction unit 19 corrects the green signal time by redistributing the difference according to the ratio of the green signal time before correction. In the example of FIG. 13, since the current indication 4 is fixed at 10 seconds, the difference of 40 seconds is changed according to the ratio of the green light time 60 seconds, 20 seconds, and 30 seconds of the current indications 1-3. Will be reallocated. For example, the determined number of seconds after correction of current display 1 is obtained by the ratio of the number of seconds of current display 1 (60 seconds) + difference (40 seconds) × current display 1 before correction [60 / (60 + 20 + 30)]. it can. Note that the first digit of the number of seconds can be rounded to 0, 5, or 10 as appropriate. The green signal times of the present indications 1 to 4 after correction are, for example, 80 seconds, 30 seconds, 40 seconds, and 10 seconds (fixed seconds).

  Thereby, when performing system control using a common cycle length, it is possible to provide a green light time in which the traffic processing capacity is optimized based on the profit rate.

  When the corrected green signal time is outside the upper and lower limit seconds, the correction can be further made to be within the upper and lower limits. As a result, if there is a surplus, it may be redistributed according to the ratio of the displayed green light time that can be added. Further, if there is a shortage, it may be redistributed according to the ratio of the displayed green light time that can be subtracted. When correcting the green light time, the green light time can be given only to the inflow road on the main road side without giving the green light time to the inflow road on the secondary road side.

  Next, recalculation of control parameters at each intersection of system control will be described in the case where there is traffic congestion in the system section. FIG. 14 is a schematic diagram illustrating an example of reconstruction of a system section when there is traffic congestion in the system section. As shown in FIG. 14, it is assumed that intersections C11 to C16 exist in the system section D, and the cycle lengths of the intersections according to the yield rates of the intersections C11 to C16 are 120 seconds, 130 seconds, 140 seconds, 110 seconds, and 100, respectively. Second and 90 seconds. Further, it is assumed that there is a traffic jam between the intersection C12 and the intersection C13. If there is no traffic jam, the cycle length of the system section D can be either the command cycle length of 100 seconds or the maximum cycle length of 140.

  However, when there is traffic jam (a traffic jam intersection or traffic jam point) in the system section, the traffic processing capacity is required to be maximized at the traffic jam intersection, and at the same time, traffic smoothness is required at a location or section where there is no traffic jam. In the system section formed by the conventional control method, there is a possibility that unnecessary waiting time other than the traffic jam intersection may occur, so it is necessary to review the system section.

  When the traffic congestion determination unit 20 determines that traffic congestion has occurred in the system traffic section, the system segment setting unit 22 has a plurality of intersections in which the cycle length of each intersection calculated by the cycle length calculation unit 18 satisfies a predetermined condition. In some cases, a plurality of intersections are set as new system sections. The predetermined condition is that a difference in cycle length can be set to a predetermined threshold value or less.

  For example, if the cycle length of one intersection C1 of adjacent intersections is 120 seconds, the cycle length of the other intersection C2 is 130 seconds, and the threshold is 10 seconds, the cycle lengths of the intersections C1 and C2 satisfy a predetermined condition. Therefore, the intersections C1 and C2 are set as the same system section.

  In the example of FIG. 14, the difference between the cycle lengths of the intersections C11, C12, and C13 is equal to or less than the threshold value of 10 seconds. Therefore, the intersections C11, C12, and C13 are reconstructed as a new system section D1. Further, the difference between the cycle lengths of the intersections C13 and C14 is 30 seconds, which exceeds the threshold value of 10 seconds. Therefore, the intersections C13 and C14 are not the same system section, but are separate system sections. Further, since the difference in cycle length between the intersections C14, C15, and C16 is 10 seconds or less of the threshold value, the intersections C14, C15, and C16 are reconstructed as a new system section D2.

  When traffic congestion occurs in the system section, it is required to maximize the traffic processing capacity at the traffic intersection. However, if the same cycle length is set for each intersection as the same system section, an unnecessary waiting time may occur at an intersection where traffic congestion has not occurred. For this reason, by reconstructing the system section, it is possible to set the intersections that are required to maximize the traffic processing capacity as the same system section.

  The selection unit 21 selects the cycle length determined by the determination unit 15 when the traffic determination unit 20 determines that a traffic jam has occurred. In the example of FIG. 14, since the traffic congestion has occurred in the newly constructed system section D1, the cycle length of the intersection based on the profit rate is not the cycle length of the system section D1, but the designated cycle length of 100 seconds. The maximum cycle length of 140 seconds is adopted.

  When traffic congestion occurs in the system section, it is necessary to maximize the traffic processing capacity at the traffic congestion intersection, so by selecting the cycle length determined based on the profit rate, traffic processing at the traffic congestion intersection Ability can be improved.

  On the other hand, since no traffic congestion has occurred in the newly constructed system section D2, the cycle length of the system section D2 is the maximum of the designated cycle length of 100 seconds or the cycle length of the intersection according to the profit rate. Any of the cycle lengths of 110 seconds may be adopted. In the example of FIG. 14, a command cycle length of 100 seconds is employed.

  The longer cycle length can be adopted by comparing the designated cycle length with the maximum cycle length of the intersection cycle lengths according to the yield rate. Regardless of which cycle length is adopted, the cycle length fluctuation range (minimum to maximum) should be registered in advance in the traffic control system, etc., and the cycle length should be corrected to be within the registered fluctuation range. Can do.

  The correction of the split at the intersection is the same as that in FIG.

  Next, an example of calculating the profit rate using an independent unit time when calculating the profit rate within the unit time will be described. FIG. 15 is an explanatory diagram illustrating an example of calculating the blur rate within different unit times by the signal control apparatus 100 according to the present embodiment. In FIG. 15, the horizontal axis indicates the elapsed time (seconds) from the start of the green light, and the vertical axis indicates the profit rate (units / second) and the accumulated traffic volume (units) within the unit time. In FIG. 15, the cumulative traffic volume and the profit rate in units of 10 seconds and 11 seconds are plotted. The example of FIG. 15 is an example in which the profit rate when the unit time p is 10 seconds (in units of 10 seconds) and the profit rate when the unit time p is 11 seconds (in units of 11 seconds) are calculated simultaneously.

  The vehicle number specifying unit 13 specifies the number of vehicles for each of a plurality of time differences having different time differences from the first time point to the second time point. The vehicle number calculation unit 14 calculates the number of vehicles per predetermined time for each of a plurality of time differences. Assuming that the unit time p (seconds) from the first time point to the second time point is used, the unit time p1 (for example, 10 seconds) and the unit time p2 (for example, 11 seconds) can be obtained. That is, the vehicle number calculation unit 14 calculates the profit rate within the unit time p1 and the profit rate within the unit time p2.

  The determination unit 15 determines signal control parameters at the intersection based on the profit rate (the number of vehicles per predetermined time) within a unit time calculated by the vehicle number calculation unit 14 for each of a plurality of time differences. For example, the determination unit 15 generates a green signal for the inflow path when the blur rate in the unit time p1 calculated by the vehicle number calculation unit 14 decreases from the maximum point and the blur rate in the unit time p2 decreases from the maximum point. The signal control parameter is determined to be the end point of time (censoring timing). In the example of FIG. 15, the time at which it is considered that both the 10-second unit blur rate and the 11-second unit blur rate have decreased from the maximum point is the maximum blur rate time (in the example of FIG. 15, the elapsed time from the start of the green light , Approximately 45 seconds).

  Since the change in the profit rate differs depending on the unit time p, it is possible to accurately determine the decrease in traffic processing capacity by obtaining the profit rate within a plurality of unit times.

  In addition, by performing a moving average process on the maximum point of the yield rate (maximum yield rate), if the number of times (seconds) that falls below a certain set value from the maximum yield rate is exceeded, it may be determined that the yield rate has decreased. it can.

  FIG. 16 is an explanatory diagram showing an example of restoration of the profit rate calculation. In FIG. 16, the horizontal axis indicates the elapsed time (seconds) from the start of the green light, and the vertical axis indicates the profit rate (units / second) and the accumulated traffic volume (units) within the unit time. In FIG. 16, the cumulative traffic volume in direction 11 and the cumulative traffic volume in direction 12, the yield rate in direction 11, and the yield rate in direction 12 are plotted. As described in the example of FIG. 7, when obtaining the maximum rate of blurring rate when there are a plurality of directions, such as each inflow channel facing at the intersection, the larger value of the maximum rate of blurring rate in a plurality of directions Will be adopted. If it is determined that the blur rate in the direction 11 has decreased from the maximum point and the maximum blur rate time has elapsed, the maximum blur rate time in only the direction 12 is determined. Even at this time, if recovery due to a re-increase in the rate of blurring in direction 11 is observed before it is determined that the maximum rate of blurring rate in direction 12 has elapsed, the rate of gain in the multiple directions of direction 11 and direction 12 is again maximized. A method of judging time is also conceivable.

  That is, when the number of vehicles per predetermined time in one inflow path facing at the intersection decreases after a predetermined time, the determination unit 15 determines the green signal time for the other inflow path before determining the green signal time for the other inflow path. When the number of vehicles per predetermined time increases again, the green light time is determined based on the time until the predetermined time when the number of vehicles per predetermined time decreases from the maximum value specified by the vehicle number calculation unit 14 in both inflow paths. To do.

  The case where the number of vehicles per predetermined time on one inflow path decreases after a predetermined time is, for example, a case where the decrease continues after a predetermined time when the rate of increase in unit time decreases after passing the maximum point. . The time before determining the green light time for the other inflow path is, for example, before the predetermined time point when the blur rate within the unit time decreases after passing the maximum point, that is, before the green light time is determined.

  In FIG. 16, the blur rate in the direction 12 becomes maximum when about 12 seconds have elapsed from the start of the green signal, and has decreased after about 16 seconds have elapsed. On the other hand, the blurring rate in direction 11 becomes maximum when about 35 seconds have elapsed from the start of the green light. From about 35 seconds after the start of the green light, the blur rate in direction 11 increases almost consistently. At the same time, the profitability in direction 12 has been revived to increase. Therefore, in the case of determining the maximum yield rate in a plurality of directions and before it is determined that the direction 11 has passed the maximum rate of increase, the direction 12 is determined again, and the respective rates of increase are determined. It is desirable to cut off the green light when it falls from the maximum point. In other words, even in a traffic situation where the yield rate once decreases from the maximum value on one inflow channel and then increases again, it is possible to determine a decrease from the maximum value of both yield rates. Can be discontinued.

  In addition, when a decrease in the profit rate is observed within the minimum guaranteed time (within a time shorter than the minimum value of the realization range), it is possible to determine the maximum profit rate in all registered directions again.

  Next, the operation of the signal control apparatus 100 of the present embodiment will be described. 17 and 18 are flowcharts showing a first example of the processing procedure of the signal control apparatus 100 according to the present embodiment. In the following, for the sake of convenience, the processing subject will be described as the CPU 10. The CPU 10 determines whether or not the green signal is started (S11). If the green signal is not started (NO in S11), the process of step S11 is continued. When it is a green signal start (it is YES at S11), CPU10 acquires traffic volume (S12).

  The CPU 10 determines whether or not it is the update cycle N (for example, 1 second) (S13), and when it is not the update cycle N (NO in S13), the process of step S13 is continued. When it is the update cycle N (YES in S13), the CPU 10 specifies the number of vehicles per lane in the past p seconds (S14), and calculates the profit rate within the unit time p (S15).

  The CPU 10 determines whether or not the maximum yield rate time has elapsed by comparing the calculated blur rate within the unit time and the maximum point of the blur rate (S16). In addition, the process of step S14, S15 is performed about each inflow path of an intersection.

  If the maximum yield rate time has not elapsed (NO in S16), the CPU 10 continues the processing from step S13. When the maximum yield rate time has elapsed (YES in S16), the CPU 10 determines the green signal time for each display (S17) and calculates the cycle length of the intersection (S18).

  The CPU 10 determines whether there is a designated split command split (S19). If there is a designated split command split (YES in S19), the CPU 10 calculates the cycle length based on the command split (S20) and designates the designated split. A green signal time for a display other than the display is calculated (S21).

  When there is no designated indication command split (NO in S19), the CPU 10 performs the process of step S22 described later without performing the processes of steps S20 and S21. The CPU 10 determines whether or not to end the process (S22). If the process is not ended (NO in S22), the process after step S11 is repeated, and if the process is ended (YES in S22), the process ends. To do.

  FIG. 19 is a flowchart showing a second example of the processing procedure of the signal control apparatus 100 of the present embodiment. The CPU 10 determines whether or not there is a traffic jam in the system section (S31). If there is no traffic jam (NO in S31), the CPU 10 calculates the cycle length of the system section based on the cycle length based on the yield rate of each intersection in the system section. Then, either the calculated cycle length or the commanded cycle length is selected (S33).

  The CPU 10 determines whether or not there is a difference in the cycle lengths of the intersections in the system section (S34). If there is a difference (YES in S34), the green light time is corrected (S35), and the process ends. If there is no difference (NO in S34), the CPU 10 ends the process without performing the process of step S35.

  When there is a traffic jam in the system section (YES in S31), the CPU 10 reconstructs the system section (S36), and determines whether there is a traffic jam in the reconstructed system section (S37). When there is no traffic jam in the system section (NO in S37), that is, for the system section where there is no traffic jam, the CPU 10 performs the process of step S32.

  When there is a traffic jam in the system section (YES in S37), that is, for the system section with the traffic jam, the CPU 10 determines the cycle length of the system section based on the cycle length according to the yield rate of each intersection of the system section. (S38), the process of step S34 is performed.

  The signal control apparatus according to the present embodiment can also be realized using a general-purpose computer including a CPU (processor), a RAM, and the like. That is, as shown in FIGS. 17, 18, and 19, a computer program that defines the procedure of each process (step of a method executed by the CPU) is loaded into a RAM provided in the computer, and the computer program is loaded into the CPU (processor). The signal control device can be realized on the computer.

  In addition, a computer program that defines the steps of the method executed by the CPU as shown in FIGS. 17, 18, and 19 can be recorded on a non-transitory recording medium that can be read by the computer.

  According to this embodiment, the traffic processing capacity at the intersection can be maximized (optimized) by determining the maximum yield rate time and performing traffic signal control using the determined signal control parameters. .

In the above-described embodiment, the green signal time has been described for the sake of simplicity. However, in actual operation, a yellow signal or a red signal that is a clearance time (loss time) can be considered.

  In the signal control device according to the present embodiment, when the determination unit determines the green signal time for the inflow path, when the green signal time is less than the minimum guaranteed second, the minimum guaranteed second is set as the green signal time. I am going to decide.

  When determining the green signal time for the inflow path, the determining unit determines the minimum guaranteed seconds as the green signal time if the green signal time is less than the minimum guaranteed seconds. The minimum guaranteed number of seconds is, for example, a safe number of seconds for a pedestrian crossing a pedestrian crossing. As a result, a safe number of seconds for a pedestrian crossing the pedestrian crossing can be secured.

  In the signal control device according to the present embodiment, when the determining unit determines the green signal time for the inflow path, when the green signal time exceeds the maximum number of seconds, the maximum number of seconds is determined as the green signal time. I have to do it.

  When determining the green signal time for the inflow path, the determining unit determines the maximum signal time as the green signal time when the green signal time exceeds the maximum signal time. The maximum number of seconds is determined by, for example, the location conditions of an intersection, and is often set as an operational maximum number of seconds in consideration of the waiting time of a driver or a pedestrian in signal control.

  In the signal control apparatus according to the present embodiment, the determining unit determines the longer one as the green signal time when the green signal time for one inflow path facing the intersection and the green signal time for the other inflow path are different. It is.

  The determining unit determines the longer one as the green signal time when the green signal time for one inflow path facing at the intersection and the green signal time for the other inflow path are different. For example, if the green light time for one inflow route is short and the green light time for the other inflow route is long, if the shorter one is determined as the green light time, the green light will be cut off before the traffic processing capacity of the other inflow route reaches its maximum. As a result, it is impossible to improve the traffic processing capability in the present indication. By determining the longer one as the green light time, it is possible to improve the traffic processing capability for the display of the inflow path facing at the intersection.

  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.

10 CPU
DESCRIPTION OF SYMBOLS 11 Traffic volume acquisition part 12 Communication interface 13 Vehicle number specific part 14 Vehicle number calculation part 15 Determination part 16 Storage part 17 Presenting time calculation part 18 Cycle length calculation part 19 Green light time correction part 20 Congestion judgment part 21 Selection part 22 System section Setting section

Claims (11)

A number acquisition unit for acquiring the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path flowing into the intersection;
A number specifying unit that specifies the number of vehicles passing through the predetermined position from the first time point to the second time point after the start of the green light for the inflow path, while updating the second time point until the end of the green light. When,
A number calculation unit that calculates the number of vehicles per predetermined time passing through the predetermined position based on the number of vehicles specified by the number specifying unit every time the second time point is updated;
A determination unit that determines a signal control parameter at the intersection based on the number of vehicles per predetermined time calculated by the number calculation unit ;
A maximum value specifying unit that specifies the maximum value of the number of vehicles per predetermined time calculated by the number calculating unit ;
The determination unit is
The time from the start point of the green light to the predetermined time point when the number of vehicles per predetermined time calculated by the number calculating unit decreases from the maximum value specified by the maximum value specifying unit is determined as a green signal time for the inflow route. ,
Furthermore, the determination unit
When the number of vehicles per predetermined time on one inflow path facing at the intersection decreases after the predetermined time point, the predetermined time on the one inflow path is determined before determining the green signal time for the other inflow path. When the number of hit vehicles increases again, the green light time is determined based on the time until the predetermined time when the number of vehicles per predetermined time decreases from the maximum value specified by the maximum value specifying unit in both inflow paths. Citea Ru signal control device as. Of the plurality of indications of the intersection, except for the one indication based on a predetermined split of the indication and the green light time determined by the determination unit for the one indication. The signal control apparatus according to claim 1 , further comprising: a display time calculation unit that calculates a current green light time. The determination unit is
It is composed of a plurality of intersections, and determines the green light time for the inflow path of each intersection of the system section controlled by the same cycle length,
A cycle length calculation unit that calculates the cycle length of each intersection based on the green light time for the inflow path of each intersection determined by the determination unit,
The determination unit is
The signal control device according to claim 1 or 2 , wherein a maximum cycle length among the cycle lengths calculated by the cycle length calculation unit is determined as a cycle length of the system section. A green signal for correcting a green signal time for an inflow path of the other intersection according to a difference between a cycle length of an intersection other than the intersection for which the maximum cycle length is calculated and the maximum cycle length among the plurality of intersections. The signal control device according to claim 3 , further comprising a time correction unit. A cycle length acquisition unit for acquiring a predetermined cycle length predetermined for the plurality of intersections;
A traffic jam judgment unit that judges whether or not at least one of traffic jam or saturation occurs in any of the inflow paths of the plurality of intersections;
A selection unit that selects either the designated cycle length acquired by the cycle length acquisition unit or the cycle length determined by the determination unit when it is determined by the traffic determination unit that no congestion or saturation has occurred; The signal control apparatus of Claim 3 or Claim 4 provided. The selection unit includes:
The signal control device according to claim 5 , wherein when the traffic determination unit determines that at least one of a traffic jam or a saturated state is occurring, the cycle length determined by the determination unit is selected. When it is determined that at least one of the traffic jam or the saturated state has occurred in the traffic jam determination unit, the cycle length of each intersection calculated by the cycle length calculation unit has a plurality of intersections satisfying a predetermined condition. signal control apparatus according to claim 5 or claim 6 comprising a system interval setting unit that sets as a new strain interval of intersection. The number specifying unit is:
The number of vehicles is specified for each of a plurality of time differences with different time differences from the first time point to the second time point,
The number calculation unit
The number of vehicles per predetermined time is calculated for each of the plurality of time differences,
The determination unit is
Claim 1 that is so as to determine the signal control parameters at the intersection based on the number of vehicles per predetermined time calculated by the number calculating section to the plurality of time differences each to claim 7 2. The signal control device according to item 1. A computer program for causing a computer to perform signal control,
Computer
A number acquisition unit for acquiring the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path flowing into the intersection;
A number specifying unit that specifies the number of vehicles passing through the predetermined position from the first time point to the second time point after the start of the green light for the inflow path, while updating the second time point until the end of the green light. When,
A number calculation unit for calculating the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles each time the second time point is updated;
A determining unit that determines signal control parameters at the intersection based on the calculated number of vehicles per predetermined time ;
Function as a maximum value specifying unit for specifying the maximum value of the number of vehicles per predetermined time to be calculated ;
The time from the start point of the green light to the predetermined time point when the number of vehicles to be calculated is reduced from the specified maximum value is determined as the green light time for the inflow path,
further,
When the number of vehicles per predetermined time on one inflow path facing at the intersection decreases after the predetermined time point, the predetermined time on the one inflow path is determined before determining the green signal time for the other inflow path. when number of vehicles per increases again, number of vehicles per predetermined time in both the inflow passage of a computer program that determines the green light time based on the time until a predetermined time to reduce the maximum value specified. A non-transitory recording medium readable by a computer that records a computer program for causing the computer to perform signal control,
The computer program is
Computer
A number acquisition unit for acquiring the number of vehicles passing through a predetermined position in a predetermined lane of an inflow path flowing into the intersection;
A number specifying unit that specifies the number of vehicles passing through the predetermined position from the first time point to the second time point after the start of the green light for the inflow path, while updating the second time point until the end of the green light. When,
A number calculation unit for calculating the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles each time the second time point is updated;
A determining unit that determines signal control parameters at the intersection based on the calculated number of vehicles per predetermined time ;
Function as a maximum value specifying unit for specifying the maximum value of the number of vehicles per predetermined time to be calculated ;
The time from the start point of the green light to the predetermined time point when the number of vehicles to be calculated is reduced from the specified maximum value is determined as the green light time for the inflow path,
further,
When the number of vehicles per predetermined time on one inflow path facing at the intersection decreases after the predetermined time point, the predetermined time on the one inflow path is determined before determining the green signal time for the other inflow path. when number of vehicles per increases again, number of vehicles per predetermined time in both the inflow passage is read on a computer that determine the green light time based on the time until a predetermined time to reduce the maximum value specified Non-temporary recording media that can be used. The number acquisition unit acquiring the number of vehicles passing through a predetermined position of a predetermined lane of the inflow path flowing into the intersection;
The number specifying unit specifies the number of vehicles passing through the predetermined position from the first time point to the second time point after the start of the green light for the inflow path while updating the second time point until the end of the green light. And steps to
Each time the second time point is updated, the number calculating unit calculates the number of vehicles per predetermined time passing through the predetermined position based on the specified number of vehicles; and
A determination unit determining a signal control parameter at the intersection based on the calculated number of vehicles per predetermined time ; and
The maximum value of the number of vehicles per predetermined time is calculated only contains and identifying the maximum value specifying unit,
The determination unit is
The time from the start point of the green light to the predetermined time point when the number of vehicles to be calculated is reduced from the specified maximum value is determined as the green light time for the inflow path,
Furthermore, the determination unit
When the number of vehicles per predetermined time on one inflow path facing at the intersection decreases after the predetermined time point, the predetermined time on the one inflow path is determined before determining the green signal time for the other inflow path. A signal control method for determining a green signal time based on a time until a predetermined point in time when the number of hit vehicles increases again in both inflow paths and the number of vehicles per predetermined time decreases from a specified maximum value .

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