JPH11161894A - Traffic locus monitoring method/device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To grasp even-changing traffic situations by collecting a vehicle ID, traveling speed and pass time as on-vehicle machine data from an on-vehicle machine and estimating the time sequential traveling locus of the vehicle from on-vehicle machine data and a signal parameter on the timing of a signal. SOLUTION: An on-vehicle machine data collection part 12 collects/preserves on-vehicle machine data obtained by the data transmission/reception function of a beacon 11 and time when data is emitted for respective beacons. A sensor data collection part 13 collects/preserves, for each beacon, information of concerning the presence on absence a vehicle which is obtained by the sensor function of the beacon 11, and sensor data obtained by processing the above information of the vehicle. An initial estimation part 150 estimates the time sequential travel locus of the vehicle by using vehicle pass time, the average speed of the time of the sensor data collection part 13 and the signal parameter of a signal parameter setting part 14 when vehicle ID from two specified beacons, which are preserved in the on-vehicle machine data collection part 12, are equal.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traffic trajectory monitoring method and apparatus and an application system thereof, and more particularly to a traffic manager estimating and monitoring a time-series trajectory of each vehicle, which is an index for grasping a traffic situation. It relates to methods and means.

[0002]

2. Description of the Related Art As a conventional method for a traffic manager to estimate and monitor the time-series trajectory of each vehicle, there is a method called a test driving method.

In this method, a traffic manager actually drives a section to be estimated and monitored by a test vehicle, and records a required time at an intersection or a fixed distance and a stop time by a signal or the like. There are two methods of recording the required time and the stop time: a method that is directly performed by hand and a method that automatically records the time by mounting a tachograph on a test vehicle. The results recorded in this way are totalized after the test run, and a travel trajectory as shown in FIG. 2 is obtained, whereby the traffic manager estimates and monitors the time-series trajectory of each vehicle. In FIG. 2, reference numeral 20 denotes an example of a time-series locus of the test vehicle from the intersection A to the intersection H. In this example, since the test vehicle passes the intersection A at the time t1 and the intersection H at the time t2, it can be seen that the travel time between the intersections AH is (t2-t1). At the intersections B and G, the trajectory transitions in the time axis direction.
It can be confirmed that the test car has stopped due to signal waiting or traffic jam.

On the other hand, the traffic manager has empirically set the parameters such as the green time, cycle, offset and the like of the traffic signal so that the traffic flows smoothly by looking at the output result as shown in FIG.

[0005]

In the above prior art,
Unless the test vehicle is actually run, the output shown in FIG. 2 cannot be obtained. In addition, running a test vehicle is labor-intensive, and unless several test vehicles are run continuously to some extent, fluctuations in traffic conditions cause considerable variations, making it difficult to obtain steady data. Met.

In the prior art, a traffic manager has empirically set signal parameters such as a green time, a cycle, and an offset based on the results of a test vehicle shown in FIG. Therefore, it was necessary to perform the above-described test run to change the signal parameters. In addition, the application of the actually changed signal parameters is much later than when the test drive is performed, and there is a problem in the freshness (reliability) of the changed parameters.

Therefore, the traffic trajectory monitoring method and apparatus of the present invention provides a method and apparatus for easily and quickly monitoring the time-series trajectory of each vehicle as shown in FIG. 2 without actually running the test vehicle. It is intended to be.

Further, the traffic locus monitoring method and device of the present invention provide a method and device for judging a traffic condition such as congestion or non-congestion based on the above-mentioned locus and providing information on the traffic condition to a driver. It is intended to be.

It is a further object of the present invention to provide a method and apparatus for monitoring traffic trajectory, which generates appropriate signal parameters based on the trajectory without reducing freshness and reflects the signal parameters on a traffic signal.

[0010]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle ID, a vehicle ID, and an on-vehicle device as data transmitted from the on-vehicle device when the vehicle having the on-vehicle device passes through a communication device on the road. This is achieved by a traffic trajectory monitoring method that collects a speed and a passing time, and estimates a time-series running trajectory of a vehicle from the on-vehicle device data and a signal parameter related to a timing of a traffic signal.

[0011] It is another object of the present invention to collect a vehicle ID from a vehicle-mounted device and a passing time transmitted to the communication device when the vehicle equipped with the vehicle-mounted device passes through the communication device on the road. Vehicle average speed data per unit time obtained from the presence / absence data of the vehicle by the sensor is collected, and a time-series running trajectory of the vehicle is estimated from the on-vehicle device data, the vehicle average speed data, and a signal parameter relating to the timing of the traffic light. Achieved by a traffic trajectory monitoring method.

Another feature of the traffic trajectory monitoring method is to use a correction speed applied to a part of a target section in addition to the data and parameters to estimate a time-series traveling trajectory of a vehicle.

The traffic trajectory monitoring device that achieves the above object is a means for collecting the vehicle-mounted device data from a communication device on the road that receives the vehicle ID and the traveling speed together with the passing time as the vehicle-mounted device data from the vehicle equipped with the vehicle-mounted device. And signal parameter setting means for setting and storing signal parameters related to the timing of the traffic light, traveling locus estimating means for estimating a time-series traveling locus of the vehicle from the on-vehicle device data and the signal parameters, and output means such as a monitor. And displays the time-series running locus of the vehicle.

Further, the traffic trajectory monitoring device that achieves the above object is a means for collecting the on-vehicle device data from a communication device on the road that receives a vehicle ID together with a passing time as on-vehicle device data from a vehicle equipped with the on-vehicle device; A vehicle sensor on the road for measuring vehicle average speed data per unit time obtained from vehicle presence data as sensor data, signal parameter setting means for setting and storing signal parameters related to the timing of the traffic signal, and the on-vehicle device data A traveling locus estimating means for estimating a time-series traveling locus of the vehicle from the sensor data and the signal parameters; and an output means such as a monitor, and displaying the time-series traveling locus of the vehicle. .

Another feature of the traffic locus monitoring device is that, as a running locus estimating means, a time-series running locus of a vehicle is provisionally determined from a corrected speed applied to a part of a target section in addition to the data and parameters. An initial estimating means for estimating,
Condition determining means for determining whether the result of the initial estimation is valid; and correcting means for re-estimating the time-series traveling locus while correcting the result of the initial estimation when the result of the initial estimation is determined to be invalid. And displaying the time-series running locus of the vehicle.

Further, another feature of the traffic trajectory monitoring device is that a traffic condition parameter relating to the current traffic condition is edited into a predetermined format from the time-series running trajectory of the vehicle estimated by the traffic trajectory monitoring device, and the traffic is monitored. A traffic information providing system that includes a means for creating information and an output means such as a vehicle-mounted device with a monitor via a road information providing plate or a road communication device for outputting the traffic information; is there.

Further, another feature of the traffic trajectory monitoring device is that means for calculating a traffic condition parameter relating to the current traffic condition from the time-series running trajectory of the vehicle estimated by the traffic trajectory monitoring device, The traffic signal control system includes means for generating an optimal signal parameter using the parameter, and a traffic signal operating based on the signal parameter, and performs optimal signal control online.

[0018]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a traffic locus monitoring method and apparatus according to an embodiment of the present invention; In the following embodiment, a beacon is used as an example of a communication device on the road. However, the communication device is not limited to a beacon, but receives data from an onboard device and transmits / receives data to / from a traffic control center. Includes everything you can do.

FIG. 1 is a block diagram showing a traffic locus monitoring device according to an embodiment of the present invention. Hereinafter, the processing flow of the present invention will be described with reference to FIG.

In FIG. 1, reference numeral 10 denotes a vehicle equipped with a vehicle-mounted device such as a car navigation system. The on-vehicle device is a device that transmits on-vehicle device data such as a vehicle ID and a destination to the beacon 11 by light or radio waves. On the other hand, there is also a function of receiving traffic information sent from a traffic manager side such as a traffic control center via the beacon 11, and outputting the traffic information to output means such as a monitor.

The beacon 11 is installed on the road and has a function of transmitting and receiving data to and from the onboard unit 10 and the onboard unit data collection unit 12. Further, depending on the type of beacon, a sensor function for a passing vehicle is also provided. In this case, a function of transmitting data to the sensor data collection unit 13 is provided. The data transmission / reception function relays data transmission / reception with the vehicle-mounted device and the traffic control center as described in the section of the vehicle-mounted device 10. Communication with the vehicle-mounted device is made by light or radio waves, and communication with the traffic control center is usually made by wire. Also, the beacon 11 has a clock, and adds the time at which the on-vehicle device data is received together with the on-vehicle device data from the on-vehicle device 10 and transmits the beacon 11 to the traffic control center. On the other hand, the sensor function detects the presence or absence of a vehicle passing under the beacon and communicates with the traffic control center.

The following sections 12 to 16 are installed in a traffic management facility such as a traffic control center.

The on-vehicle device data collection unit 12 includes a beacon 11
The vehicle-mounted device data obtained by the data transmission / reception function and the time at which the data was transmitted are collected and stored for each beacon. FIG. 3 shows an example of the on-vehicle device data collected by the on-vehicle device data collection unit 12 and the time at which the data was transmitted.

The sensor data collection unit 13 includes a beacon 11
The vehicle presence / absence information obtained by the sensor function and the sensor data obtained by processing the presence / absence information are collected and stored for each beacon. The number of passing vehicles Q per unit time and the time occupancy Ot can be found from the vehicle presence / absence information. Further, from these two information and the average vehicle length L, the following equation is obtained.

[0025]

## EQU1 ## An average speed V per unit time can be obtained by V = L.Q / Ot, and is stored together with the other two pieces of information per unit time. FIG. 4 shows an example of sensor data stored every 5 minutes as a unit of unit time. However, when the speed at the time of passing the beacon can be obtained at the traffic control center as the on-vehicle device data as shown in FIG. 3, the average speed V as the sensor data is not necessarily required.

The signal parameter setting section 14 is where an operator sets and saves signal parameters such as cycle length, split and offset. Here, the cycle length is the time required for one cycle of the signal display sequence,
The split is the length of time allocated to each presentation, and the offset is a parameter in the case of systematically controlling a plurality of signals, which is the deviation of the reference presentation blue signal from the reference at the beginning. The traveling trajectory estimating unit 15 includes an initial estimating unit 150, a condition determining unit 151, a correcting unit 152, a selecting unit 153, and an estimation result storing unit 154.
A time-series trajectory of each vehicle is estimated.

Hereinafter, the flow of processing of each unit constituting the traveling locus estimating unit 15 will be described.

The initial estimating unit 150 determines the vehicle passing time t and the sensor data collecting unit when the vehicle IDs from the two specific beacons stored in the onboard unit data collecting unit 12 are the same. The time-series running trajectory of the vehicle is tentatively estimated using the average speed V at the time stored in the storage unit 13 and the signal parameters stored in the signal parameter setting unit 14. An example will be described with reference to FIG. In FIG. 5, the beacons are installed at intersections A and E, and are intended for vehicles traveling on a route from A to E including intersections B, C, and D in the middle. The thick line at each intersection in FIG. 5 indicates the timing of the red signal of the traffic light. The in-vehicle device data obtained from the beacon 1 (intersection A) and the beacon 2 (intersection E) are, for example, as shown in FIG. 3, and the passing time when the vehicle ID matches the in-vehicle device data of the two beacons. Since beacon 1 and beacon 2 are known as t1 and t2, respectively, a black circle in FIG. 5 can be plotted. On the other hand,
Since the speeds of the sensor data obtained from the beacons at the locations are known as V1 and V2 for the beacons 1 and 2, respectively, the inclination of the straight line near ● in FIG. 5 is determined according to the speed. First, a traveling locus is drawn from the black circle of the beacon 1 to the upstream intersection closest to the beacon 2 (in this case, the intersection D, □ in the figure) with a constant inclination according to the speed V1. Since the passing time t2 of the beacon 2 is already known, finally, a straight line (correction straight line) is connected from □ in the figure to ● of the beacon 2. The speed corresponding to the inclination of the correction straight line at this time is defined as a correction speed V12.
Note that the following assumptions are made when drawing a traveling locus.

A) If a red light is generated during driving, stop until a green light is output.

B) If there is a queue in front of the vehicle, a queue is formed with a predetermined inter-vehicle distance, and the vehicle starts with a predetermined delay time.

C) The vehicle does not overtake the preceding vehicle.

When there is no intersection with a traffic light in the target section from beacon 1 to beacon 2, the sensor data (average speed data V1, V2 and correction speed V12) from the beacon is not used, and the onboard device data is not used. The traveling locus is obtained by connecting (● in FIG. 5) with a straight line.

The trajectories 50 and 51 shown in the figure are examples of the time-series running trajectory of a certain vehicle obtained by such estimation. In the example of the locus 50 shown in the figure, it is estimated that the vehicle has stopped only for Tw at the red light at the intersection C, and the travel time of the target section is (t
2-t1). An example of the case where the estimation is performed in consideration of the queue is the locus 51 in the figure.

The condition judging section 151 judges the validity of the correction speed V12 of the time-series running locus estimated by the initial estimating section 150 or the correcting section 152 and returns the result. For example, the following can be considered as validity conditions.

1) The correction speed V12 does not become 0 or less.
(V12> 0).

2) The corrected speed V12 does not become higher than the maximum value Vmax considered in the road section. (V12 ≦ V
max).

3) The corrected speed V12 does not greatly differ from the speed V1 or V2 measured before and after the corrected speed V12. (|
V12−V1 | / V1 <ε1 or | V12−V2 | / V
2 <ε1). Here, ε1 is a threshold for determining the difference, and is a real number between 0 and 1.

4) Two corrected speeds V1 running continuously
There is no big difference between the two. (| V12 (1) -V12 (2)
| / V12 (1) <ε2) Here, ε2 is a threshold value for determining a difference and is a real number between 0 and 1 inclusive.
(1) and V12 (2) each run continuously 2
This is the correction speed V12 of the two vehicles.

The traffic manager sets at least one combination of the above conditions 1) and 2) to 4) as a condition, and corrects the time-series traveling locus corrected speed V12 estimated by the initial estimating unit 150 or the correcting unit 152. Is determined whether or not the above condition is satisfied, and the determination results are respectively determined by the initial estimation unit 15.
0, returned to the correction unit 152.

The correction unit 152 corrects the time-series traveling locus estimated by the initial estimation unit 150 or the correction unit 152 when the result of the determination of the correction speed by the condition determination unit 151 is inappropriate. The selecting unit 153 is to select the most suitable one from one or a plurality of time-series running trajectories estimated by the correcting unit 152. Hereinafter, the correction unit 152 and the selection unit 153 will be described.

There are the following three methods as specific correction methods in the correction unit 152.

Method 1: The average speed V1 from the beacon 1 which is the upstream beacon in the target section is corrected, and the trajectory is re-estimated in the same manner as the processing of the initial estimating unit 150.

Method 2: The application section of the correction speed V12 in the initial estimating unit 150 does not start from the upstream intersection (intersection D in FIG. 5) closest to the beacon 2 but goes from the beacon 2 to the second upstream (intersection C). ), The third (intersection B),... Or an arbitrary point in the target section as a starting point, the trajectory is re-estimated in the same manner as the process of the initial estimation unit 150.

Method 3: The above method 1 and method 2 are combined to re-estimate the trajectory.

First, the method 1 will be described.

Since the average speed V1 from the beacon 1, which is the upstream beacon in the target section, is the fixed point observation data immediately below it, if this data is used downstream of the point, an error may be included. Therefore, a corrected speed V1 'of the speed V1 is obtained by, for example, the following equation.

[0047]

V1 ′ = V1 + n · α · V1 (−1 <α <1,
n = 1, 2, 3,..., α is a fixed value, and the locus is estimated each time n is increased to 1, 2, 3,.

The following two ways can be considered for estimating the trajectory by increasing n.

A) The correction unit 152 estimates the trajectory by increasing n until all of the conditions set by the condition determination unit 151 are satisfied, and the selection unit 153 obtains the trajectory last, that is, the condition is satisfied. The trajectory estimation result is selected as the time-series trajectory estimation result of the vehicle.

If the upper limit of n is determined, and the condition is not satisfied even if the estimation is performed until n reaches the upper limit, the trajectory estimation result estimated by the initial estimating unit 150 is used as the time-series estimation result. Select.

B) The correcting section 152 estimates the locus each time until n becomes a certain value from 1 and stores the result. Among them, the trajectory estimation result (the left side of the inequality is smaller than ε1 or ε2 and the smallest one) with respect to the condition 3) or 4) of the condition determination unit 151 is the time series trajectory estimation result of the vehicle in the selection unit 153. To be selected.

Next, the method 2 will be described.

In the description of the initial estimating unit 150, it is assumed that the section to which the correction speed V12 is applied is from the upstream intersection (intersection D in FIG. 5) to the beacon 2 to the beacon 2, that is, the traffic condition changes at the intersection D. However, this does not necessarily reflect actual traffic flow. Therefore, the starting point of the application section of the correction speed V12 is further extended to C, B,..., And the trajectory is estimated in each case similarly to the processing of the initial estimation unit 150. However, the starting point of the applicable section of the correction speed V12 is the starting point of the target section (A (beacon 1) in FIG. 5).
Downstream.

Like the method 1, the following two methods can be considered for estimating the trajectory by extending the starting point of the application section of the correction speed V12 to the upstream.

A) The starting point is stretched upstream until the correction unit 152 satisfies all of the conditions set by the condition determination unit 151 to estimate the trajectory, and the selection unit 153 finally obtains the trajectory. Is selected as the time-series trajectory estimation result of the vehicle. If the upper limit value of n is determined and the condition is not satisfied even if estimation is performed until n reaches the upper limit value, the initial estimator 150
The trajectory estimation result estimated in is selected as the time-series estimation result.

B) The trajectory is estimated each time by the correction unit 152 as the starting point of every intersection between the beacon 1 and the beacon 2, and the result is stored. Among them, the trajectory estimation result (the left side of the inequality is smaller than ε1 or ε2 and the smallest one) with respect to the condition 3) or 4) of the condition determination unit 151 is the time series trajectory estimation result of the vehicle in the selection unit 153. To be selected.

In this example, the intersection between the beacon 1 and the beacon 2 is set as the starting point candidate of the section to which the correction speed V12 is applied. However, any intersection between the beacon 1 and the beacon 2 may be used. In this case, for example, it is possible to consider a point where the beacon 1 and the beacon 2 are divided for each unit section length or a point where the road shape is changed intentionally as a candidate.

Method 3 is a method of re-estimating the trajectory by combining method 1 and method 2. That is, n in (Equation 2)
Is estimated from 1 to a predetermined value, and all combinations of all intersections (or arbitrary points) between the beacon 1 and the beacon 2 with respect to the start point of the application section of the correction speed V12, and the results are stored. deep. Among them, the trajectory estimation result (the left side of the inequality is smaller than ε1 or ε2 and the smallest one) with respect to the condition 3) or 4) of the condition determination unit 151 is the time series trajectory estimation result of the vehicle in the selection unit 153. To be selected.

The estimation result storage unit 154 stores the time-series trajectory estimation result of each vehicle selected by the selection unit 153,
The storage data is output to the monitor 16.

The monitor 16 outputs the time-series trajectory estimation result of each vehicle stored in the estimation result storage unit 154 in the traveling trajectory estimation unit 15. FIG. 6 shows an example of the output result. The traffic manager looks at the output result as shown in FIG. 6, and sees the traffic volume and the queuing status (congestion head position,
It is possible to grasp the current state of road traffic conditions such as the length of traffic congestion, the number of stops, and travel time. The output result can be analyzed and used to newly set parameters such as a split, a cycle length, and an offset of a traffic signal so that traffic flows smoothly.

With the above-described traffic trajectory monitoring device, the traffic manager can obtain a time-series trajectory estimation result of each vehicle in real time, and can check the traffic situation that changes every moment without deteriorating the freshness (reliability) of the information. It is possible to grasp the current situation.

Next, an embodiment of a traffic system using the above-mentioned traffic locus monitoring device will be described.

First, an example of a traffic information providing system using the traffic locus monitoring device will be described with reference to FIG.

In FIG. 7, reference numerals 10 to 15 denote each means constituting the traffic locus monitoring device of FIG.

The traffic information creating section 70 is provided with a traveling locus estimating section 1
Based on the result estimated in 5, the traffic jam head position for each time zone,
Traffic information such as traffic jam length, number of stops, travel time, etc.
The information is created in accordance with the format of the output means such as the information providing board 71 and the like, and the formatted information is transmitted to the output means.

The information providing board 71 is one of means for outputting the traffic information created by the traffic information creating section 70 and is an electronic bulletin board installed on a road or the like. The information providing board is a device that displays to the driver traffic information such as a traffic jam head position, traffic jam length, number of stops, and travel time for each time zone created by the traffic information creating unit 70 in a predetermined format. In some cases, the traffic information created by the traffic information creating unit 70 is output to a monitor of the vehicle-mounted device 10 such as a car navigation system. In this case, traffic information such as a traffic jam head position, a traffic jam length, the number of stops, and a travel time for each time zone created in a predetermined format by the traffic information creating unit 70 is once transmitted to the beacon 11, and the beacon 11 is mounted on the vehicle. The information transmitted to the device 10 and the information received by the vehicle-mounted device 10 are output to the monitor. By looking at the monitor of the vehicle-mounted device, the driver can obtain ever-changing traffic information without deteriorating the freshness (reliability) of the information.

Next, an example of a traffic signal control system using the above-mentioned traffic locus monitoring device will be described with reference to FIG.

In FIG. 8, reference numerals 10 to 15 denote each means constituting the traffic locus monitoring device of FIG.

However, the signal parameter setting section 14 in the case of the traffic signal control system obtains the signal parameters such as the cycle length, the split, and the offset by the traveling trajectory estimating section 15 instead of empirically setting and storing the parameters. Based on the time-series trajectory estimation results of the individual vehicles, each signal parameter is automatically generated, set, and stored so that traffic flows smoothly.

The following is an example of a specific method for generating signal parameters.

First, the generation of the cycle length C will be described with reference to “Guide to Traffic Signals” (edited by the Japan Society for Traffic Engineering, p. 81, 1994). The cycle length C is the intersection load factor ρ (the larger of the ascending and descending), and the loss time per cycle L
(Constant value) relational expression

[0072]

## EQU3 ## The cycle length is set by C = (a1.L + a2) / (1−a3.ρ). Where a1, a2, a
3 is a coefficient.

Next, generation of a split will be described with reference to FIG. In FIG. 9, the twelve arrows and the traffic volume Q are the number of vehicles traveling in each direction in the intersection in the unit time. In the same direction (for example, Q11, Q12, Q
13, Q31, Q32, Q33) is assumed to be the maximum traffic volume Qmax1. Similarly, the maximum traffic volume among the traffic volumes in the remaining directions is defined as Qmax2. At this time, the split is proportionally distributed according to the ratio of the maximum traffic volume in each direction, that is, Qmax1: Qmax2.

For generating the offset, for example,
SYT (Robertson: “A traffic Network Study Too
l ”, Road Research Laboratory Report, LR253, Crowt
horne, 1969), an optimum offset is generated by inputting road network data, traffic volume, cycle length, and split.

As described above, when the traffic trajectory monitoring device of the present invention is used, it is possible to set the optimal signal parameters according to the constantly changing traffic conditions.

[0076]

According to the present invention, since the processing is performed online using the on-vehicle device data, the sensor data, and the signal parameters, the traffic manager can obtain the time-series trajectory estimation result of each vehicle in real time. It is possible to grasp the current situation of traffic conditions that change every moment.

According to the present invention, traffic information that changes every moment can be obtained in real time, so that traffic information can be transmitted to the driver without impairing the freshness (reliability) of the traffic information.

Further, according to the present invention, since the time-series trajectory estimation result of each vehicle can be obtained in real time,
It is possible to set an optimal signal parameter according to the ever-changing traffic situation.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a traffic track monitoring device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating an example of a time-series running locus of a vehicle.

FIG. 3 is a diagram illustrating an example of in-vehicle device data and a time when the data is transmitted.

FIG. 4 is a diagram showing an example of sensor data stored every 5 minutes.

FIG. 5 is a diagram illustrating a target road, on-vehicle device data transmission time, speed data based on sensor data, red signal timing based on a signal parameter, and a time-series traveling locus.

FIG. 6 is a diagram illustrating an example in which a time-series trajectory estimation result of each vehicle in a certain time zone is output to a monitor.

FIG. 7 is a block diagram showing a traffic information providing system according to an embodiment using the traffic track monitoring device of the present invention.

FIG. 8 is a block diagram showing a traffic signal control system according to an embodiment using the traffic track monitoring device of the present invention.

FIG. 9 is a diagram illustrating an example of a traffic volume flowing into an intersection and flowing out in each direction.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... In-vehicle equipment mounted vehicle, 11 ... Beacon, 12 ... In-vehicle equipment data collection part, 13 ... Sensor data collection part, 14 ... Signal parameter setting part, 15 ... Travel locus estimation part, 16 ... Monitor, 20, 50, 51 ... time-series running locus, 70 ... traffic information creation part, 71 ... information providing board, 80 ... traffic light, 150 ...
Initial estimation unit, 151: condition determination unit, 152: correction unit, 1
53: selection unit, 154: estimation result storage unit.

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Miyako Hotta 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Within Hitachi Research Laboratory, Hitachi, Ltd.

Claims (15)

[Claims] At least one of a vehicle ID, a traveling speed, and a passage time as a vehicle-mounted device data from the vehicle-mounted device when the vehicle equipped with the vehicle-mounted device passes through a communication device on a road. A traffic trajectory monitoring method of collecting vehicle data and estimating a time-series traveling trajectory of the vehicle from the on-vehicle device data and a signal parameter relating to the timing of a traffic signal. 2. When a vehicle equipped with an on-vehicle device passes through a communication device on the road, a vehicle ID and a passing time from the on-vehicle device are collected for the communication device, and the presence / absence data of the vehicle is detected by a vehicle detector on the road. A traffic trajectory monitoring method for collecting vehicle average speed data per unit time obtained from a vehicle and estimating a time-series running trajectory of a vehicle from the in-vehicle device data, the vehicle average speed data, and a signal parameter relating to a timing of a traffic signal. 3. When a vehicle equipped with an on-vehicle device passes through a communication device on a road, at least one of a vehicle ID, a traveling speed, and a passing time is transmitted to the communication device as on-vehicle device data from the on-vehicle device. A traffic trajectory monitoring method of collecting vehicle data, estimating a time-series traveling trajectory of a vehicle from the in-vehicle device data, a signal parameter relating to a timing of a traffic signal, and a corrected speed applied to a part of a target section. 4. When a vehicle equipped with an on-vehicle device passes through a communication device on a road, a vehicle ID and a passing time from the on-vehicle device are collected for the communication device, and the vehicle presence / absence data is detected by a vehicle sensor on the road. From the vehicle-mounted device data, the vehicle average speed data, the signal parameters related to the timing of the traffic signal, and the corrected speed applied to a part of the target section. A traffic trajectory monitoring method that estimates trajectories. 5. A communication device on a road for receiving a vehicle ID and a traveling speed together with a passing time as on-vehicle device data from a vehicle on which the on-vehicle device is mounted, and a signal parameter setting means for setting and storing signal parameters related to the timing of a traffic signal. And a traveling locus estimating means for estimating a time-series traveling locus of the vehicle from the on-vehicle device data and the signal parameters. 6. A communication device on a road for receiving a vehicle ID together with a passing time as on-vehicle device data from a vehicle equipped with on-vehicle devices, and measuring vehicle average speed data per unit time obtained from vehicle presence / absence data as sensor data. A vehicle sensor on a road to be set, a signal parameter setting means for setting and storing a signal parameter related to a timing of a traffic signal, and estimating a time-series traveling locus of a vehicle from the on-vehicle device data, the sensor data, and the signal parameter. A traffic trajectory monitoring device having traveling trajectory estimation means. 7. The traffic trajectory monitoring device according to claim 5, wherein the traveling trajectory estimating means includes an on-vehicle device data, a signal parameter,
Initial estimation means for temporarily estimating a time-series traveling locus of the vehicle from a corrected speed applied to a part of the target section, and condition determination means for determining whether the result of the initial estimation is valid, and a result of the initial estimation And a correction means for re-estimating the time-series traveling trajectory while correcting the result of the initial estimation when it is determined that is not appropriate. 8. The traffic locus monitoring device according to claim 6, wherein the travel locus estimating means includes a vehicle time-series travel locus based on on-vehicle device data, sensor data, signal parameters, and a corrected speed applied to a part of the target section. Means for tentatively estimating the result, condition determining means for determining whether the result of the initial estimation is valid, and time correcting the result of the initial estimation when the result of the initial estimation is determined to be invalid. A traffic locus monitoring device, comprising: a correcting means for re-estimating a series running locus. 9. The traffic trajectory monitoring device according to claim 7 or 8, wherein the correcting means changes the section to which the vehicle speed data or the corrected speed is applied or the section to which both the vehicle speed data and the corrected speed are applied. A traffic locus monitoring device comprising means for evaluating and selecting an optimal time-series running locus of a vehicle. 10. The traffic trajectory monitoring device according to claim 7 or 8, wherein the condition determining means compares the difference between the corrected speed and speed data measured before and after the corrected speed to determine whether the result of the initial estimation is appropriate. A traffic trajectory monitoring device characterized in that it is determined whether the traffic trajectory is high. 11. The traffic trajectory monitoring device according to claim 7 or 8, wherein the condition determining means compares the difference between the corrected speeds of a plurality of vehicles running continuously to determine whether the result of the initial estimation is appropriate. A traffic locus monitoring device for determining whether there is a traffic locus. 12. A traffic locus monitoring device according to claim 5, wherein the estimated time-series running locus of the vehicle is output to an output means such as a monitor. . 13. The traffic trajectory monitoring device according to any one of claims 5 to 12, wherein a traffic condition parameter relating to a current traffic condition is edited into a predetermined format from the estimated time-series running trajectory of the vehicle. A traffic information providing system comprising: means for creating traffic information; and output means such as an information providing board on the road for outputting the traffic information. 14. The traffic trajectory monitoring device according to any one of claims 5 to 12, wherein a traffic condition parameter relating to a current traffic condition is edited into a predetermined format from the estimated time-series running trajectory of the vehicle. Means for creating traffic information, means for transmitting the traffic information to a communication device on the road,
An output unit such as a vehicle-mounted device with a monitor that receives and outputs the traffic information from a communication device on a road. 15. A traffic trajectory monitoring apparatus according to any one of claims 5 to 12, wherein a means for calculating a traffic condition parameter relating to a current traffic condition from the estimated time-series running trajectory of the vehicle; A traffic signal control system comprising: means for generating an optimal signal parameter using a situation parameter; and a traffic signal operating based on the signal parameter.