JPS5825319B2 - signal control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a signal control device that allows merging vehicles from a branch line (on-ramp) to safely and smoothly merge onto a main line such as an expressway.

Measures the merging space of expressway traffic flow (a gap long enough for merging vehicles to merge safely and smoothly), or the gap.
If an attempt is made to guide a vehicle merging from the on-ramp into the gap using a signal light display, as shown in Figure 1, the vehicle coming from the on-ramp will display one phase at the stop line X with the signal A on the on-ramp displayed red. Stop and wait.

At the same time, this is sensed by the sensor, and when the gap G that allows merging with the traffic flow on the expressway with a two-way gap of n seconds or more is measured by the sensor F, the on-ramp is sent along with the output from the sensor. By turning the upper traffic light A green and starting the vehicle as shown in Figure 2, the vehicle can merge into the gap where it is possible to merge.

Here, the time t1 from measuring the gap that allows merging to turning the signal green is expressed by the following equation (1).

As is clear from equation (1), the timing t1 for starting the merging vehicle is related to t2, that is, the time required for the merging vehicle to accelerate.

This corresponds to the acceleration performance of the car, that is, the type of car.

The following table shows acceleration performance (experimental values) and tl values for each vehicle type.

The experimental conditions shown in Table 1 are a=4006n), ■=
65Iarl/H, a = 0.3, n = 4H, passenger cars 3.5 and below, large cars 3.51 and above, respectively, at the same time interval (1st gear) → (2nd gear) → ( 3 shows the results of determining t2 and tl when changing to 3rd speed).

As described above, in order to cause a merging vehicle to merge into a gap where it can merge, it is necessary to change tl depending on the vehicle type of the merging vehicle.

The present invention realizes such a demand, and examples thereof will be described below.

FIG. 3 shows an example of this, in which a vehicle type discriminator E is provided further on the on-ramp side than in the case of FIG. 1.

Also, FIG. 4 shows the electrical configuration.

is a determination unit that determines whether there is a vehicle waiting at a traffic light based on the signal detected by the sensor, Eo is a determination unit that determines the vehicle type based on the output of the vehicle type discriminator E, and Fl determines whether or not the gap can be merged. The determination unit F2 is a measurement unit that determines the moving speed of the gap based on the vehicle speed.

Further, A1 is a calculation unit that calculates the timing for displaying the signal light device in blue, and calculates tl from t2 according to the vehicle type and the moving speed of the gap when the gap can be merged.

A2 is a display control unit that controls the signal lamp A3.

Next, the operation of the embodiment configured as above will be explained.

Vehicles coming from the on-ramp must first stop when traffic light A turns red.

The state of the car waiting at the traffic light is detected by a sensor, and the vehicle type is determined by a vehicle type discriminator E.

On the other hand, if sensor F detects a gap in the traffic flow on the expressway that allows vehicles to merge with each other with a headway interval of 0 seconds or more, traffic light A will appear after the time determined by formula (2) depending on the type of vehicle waiting at the signal.
Turn the light green, start the vehicle, and merge into a possible gap.

Here, t2(K) is the time required to accelerate the vehicle depending on the type of vehicle.

As described above, since the merging vehicle is started in accordance with the gap on the main line and the acceleration performance of the merging vehicle, the safety and smoothness of merging is improved.

Examples of this measurement are shown in Table 22 and Table 3.

In addition, when determining the vehicle type of the merging vehicle and displaying the signal light in blue at the corresponding timing, safety or merging capacity (
Number of merging vehicles that can merge into the gap per unit time)
will improve.

In other words, if you want to make the traffic light display blue at the same timing for vehicle models with different acceleration characteristics, if you prioritize safety,
Only when a long gap (that is, a gap with a large n) suitable for a vehicle type with the worst acceleration performance (for example, a large vehicle) is detected, will the signal light be displayed in blue.

In other words, the acceleration difference between a car with poor acceleration performance merging from the on-ramp and a car on the main line becomes large, and in order to merge safely,
A long gap is required.

Therefore, the merging capacity will be smaller than when taking into account differences in vehicle types.

Table 2 shows the cases when the present invention is implemented (that is, when t2 is varied depending on the vehicle type of the vehicle traveling on the on-ramp) and when the present invention is not implemented (that is, t2 is changed regardless of the vehicle type of the vehicle that travels on the on-ramp). (if constant)
The average merging point (i.e., the average value of the merging distance m downstream from the joining point of the main line and the merging line) and the value of the variance of the merging point (i.e., from the joining point of the main line and the merging line,
If the distance to the point where the vehicles actually merge is D, then
The difference between the longest distance D1 and the shortest distance D2, that is, DI D2) is shown.

In Table 2, the fact that the average merging point is shorter and the variance value is shorter indicates that it is easier to merge at the merging point.

Note that the reduction effect is expressed as a percentage of the degree of effect obtained when the present invention is implemented, and is expressed as (6
5-50)/65X100 (to), (22-9)/22
This is a value calculated by x1oo1%.

Table 3 shows the number of abnormal mergings when the present invention is implemented and when the present invention is not implemented.

In Table 3, abnormal merging is the following phenomenon, and ■+■ is the number of abnormal merging.

■ Restrictions on merging vehicles downstream from the connection point between the main line and the merging line15
When a vehicle runs parallel to a main line vehicle to near the end of an acceleration lane that extends for 0 m ■ If a merging vehicle merges just before (vehicle head distance 2 seconds or less) or immediately after (vehicle head distance 1 second or less) a main line vehicle, abnormal merging is reduced. The effect of 64% is a value calculated by (83-30)/83X100%.

Table 4 shows the merging speed at the merging point when changing from (1st gear) to (2nd gear) to (3rd gear) at the same time interval for passenger cars and large vehicles of 3.51 or higher, and the merging vehicles at the merging point. It shows the speed difference with the main line car (65 kIn/H), the gear gear length required for this speed difference, and the value indicating the maximum number of cars that can merge per hour (merging capacity). While 1,325 vehicles can merge per hour, 8 large vehicles of 3.51 and above can merge per hour.
Only 50 cars can join.

Table 5 shows the merging capacity when large vehicles with a rating of 3.5 or higher are mixed with the passenger cars shown in Table 4 at a mixing rate of 10%, 20%, 30%, 40%, and 50%, when vehicle type is not distinguished. This figure shows a comparison between the case where the vehicle type is determined and the case where the vehicle type is determined.In the case where the vehicle type is not determined, a green light is displayed to match the large vehicle with poor acceleration, so the merging capacity is 850 vehicles/hour.
When the vehicle type is determined and a green light is displayed as in the present invention, the merging capacity increases significantly.

As described above with reference to the embodiments, according to the present invention, vehicles merging from the on-ramp are identified in advance by their vehicle type, and based on this, the vehicle is merged into the gap between vehicles traveling on the main line. The merging can be carried out safely and smoothly, and the merging capacity can be increased.

[Brief explanation of the drawing]

Figures 1 and 2 are diagrams showing the configuration of a general signaling device, and Figure 3 shows the configuration of a general signaling device.
The figure is a configuration diagram of a signal control device according to an embodiment of the present invention, and FIG. 4 is a diagram 7172 showing its electrical configuration. A...Traffic light, D...sensor.

Claims (1)

[Scope of Claims] A traffic light that indicates the stop or progress of a vehicle traveling on a branch line that merges with the main line, a vehicle type discrimination means for determining the vehicle type of a vehicle that runs on the branch line, and a distance between vehicles traveling on the main line. a gap determining means for measuring a gap in the gap and determining whether or not this gap is possible to merge; a measuring means for determining the moving speed of the gap from the speed of vehicles traveling on the main line; At this time, the gear wheel inspection is performed based on the time required for the vehicle determined by the vehicle type determining means to proceed and reach the confluence point of the main line and the branch line and the moving speed of the gap from the measuring means. 1. A signal control device, comprising: calculation means for calculating the time from when the vehicle exits to when the traffic light is displayed as a green signal; and according to the calculation result of the counting means, the signal control device switches the traffic light to display the green signal.