WO2010026630A1

WO2010026630A1 - Traffic flow control system and its method

Info

Publication number: WO2010026630A1
Application number: PCT/JP2008/065884
Authority: WO
Inventors: 裕江▲崎▼; 慎哉加藤; 淳内田; 崇奥野; 祝守富田; 岳谷藤
Original assignee: 富士通株式会社
Priority date: 2008-09-03
Filing date: 2008-09-03
Publication date: 2010-03-11

Abstract

A traffic flow control system in which a mobile information device and control server capable of having a conversation with the user in a vehicle are connected through a communication network. The mobile information device includes a route information setting section for setting route information including a departure place, a destination, a route, and a main place arrival expected time on the basis of the conversation with the user and a route information transmitting section for transmitting the route information to the control server. The control server includes a control policy determining section for computing the predicted traffic amount and delay time of each intersection or each link by using the route information collected from each vehicle and detecting an abnormal delay point to create delay avoidance point information and a signal parameter computing section for varying the value of the parameter of each traffic signal on the basis of the delay avoidance point information.

Description

Traffic flow control system and method

The present disclosure relates to a traffic flow control system, a traffic flow control method, a control server and a movement information device in the system.

In recent years, with the development and popularization of car navigation devices (car navigators), it has become possible to search for the most economical and fastest route to a destination with a simple operation and perform route guidance. In addition, information from FM radio, VICS (Vehicle Information and Communication System) from light or radio wave beacons, etc. are received in real time on route information, congestion information, etc. Information display, route change, etc. can be easily performed on the car navigator.

On the other hand, for traffic lights installed at intersections, control for changing the time (opening) of the green light is generally performed based on congestion information obtained from vehicle sensors installed on the road. The parameters at that time include the cycle length, that is, the cycle in which the control of the traffic light makes a round, the split, that is, the ratio of the green light time that the traffic light gives to the traffic flow in each direction, and the offset, that is, the difference in the green light start time between adjacent traffic lights. In addition, system control that collectively controls traffic signals arranged on a large street, and wide area control that collects and controls all information in a city in a computer at a traffic control center are introduced.

However, the information used for controlling these traffic lights is only objective information such as “number of passing cars” and “congestion level (passing speed)” as seen from vehicle sensors installed on the road. The “will” of the existing vehicle is not considered. For this reason, it is not possible to control the traffic flow from a long-term perspective.

Vehicles that pass through roads and intersections always have a willingness to go where and where they want to go, and by controlling accordingly, optimal traffic flow control from a long-term perspective Should be able to do. Therefore, by transmitting the intention of each vehicle, the intention of each driver, etc. to the computer that controls the traffic flow, the computer controls the traffic signal based on the intention, thereby enabling more optimal control. Can be done.

Conventionally, as a sub-system of ITS (Intelligent Transport Systems), public vehicle priority system (PTPS: Public Transport Priority System) that changes in priority to the green light when public vehicles such as buses approach, On-site express support system (FAST: Fast Emergency Vehicle Preemption System) has been put into practical use. However, these systems only prioritize signals on a pre-fixed path for a limited number of vehicles.

Also, an advanced demand signal control method (ADS) is proposed in which the position of a vehicle or a passerby is detected and the degree of the green signal is adjusted by comparing the amount of the route on the route. However, this has not been achieved up to control based on the intention of the driver or pedestrian.

Also, P-DRGS (Probed Dynamic Route Guidance Systems) has been proposed in which sensor information loaded in a car is collected on a server and a route is reset based on the collected information. However, this is only collecting current sensing information.

In addition, as a technology related to the disclosed technology, the traffic charges within the traffic management target area are limited by varying the traffic volume collected by the probe car according to the traffic volume and time zone, and the traffic signal control according to the traffic congestion situation Techniques to alleviate traffic congestion are known. In addition, a technique is known in which location data is collected from a mobile phone and processed to determine traffic flow.

JP-A-2005-352615 JP 2002-183872 A

The present disclosure has been made in view of the above-described problems, and an object of the present disclosure is to calculate vehicle route information set in a mobile information device such as a mobile phone or a car navigator as a calculation parameter for traffic flow control. Traffic flow control system and method capable of carrying out traffic flow control based on the intention of the vehicle and enabling high-precision control in consideration of the future prospects and future prospects It is another object of the present invention to provide a control server and a mobile information device used in the system.

In order to achieve the above object, according to the present disclosure, a traffic information control system in which a mobile information device and a control server are connected via a communication network, the mobile information device includes a departure place and a destination place. A route information setting unit for setting route information including the route information transmitting unit for transmitting the route information to the control server, and the control server uses the route information collected from each vehicle. A control policy determining unit that calculates a predicted traffic volume and a delay time for each intersection or link, and determines a traffic volume control policy based on the calculation result, and parameters of each traffic signal based on the determined control policy There is provided a traffic flow control system comprising a traffic light parameter calculation unit that changes the value of.

Furthermore, according to another aspect of the disclosed technology, a method executed in the above-described traffic flow control system, and a control server and a movement information device used in the system are provided.

According to the disclosed traffic flow control system, the route information including the departure point and the destination set in the mobile information device is collected in the control server and used for the calculation of the predicted traffic volume and the delay time. The parameter value of the traffic signal is controlled. Therefore, traffic flow control based on the intention of the vehicle becomes possible, and high-precision and high-accuracy traffic flow control considering future prospects is realized.

It is a figure which shows the basic composition of the traffic flow control system by this indication technique with a peripheral system. It is a figure which illustrates basic operation | movement of the traffic flow control system shown by FIG. It is a figure for demonstrating the basic composition of the traffic flow control system containing a premium priority service. It is a figure which illustrates basic operation | movement of the traffic flow control system shown by FIG. It is a figure which shows one structural example of a traffic flow control server. It is a figure which shows one structural example of the control policy determination part in a traffic flow control server. (A) And (B) is a figure for demonstrating the process of each vehicle route determination part in a control policy determination part. It is a figure for demonstrating the process of the traffic amount calculating part in a control policy determination part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Car navigator 102 Mobile phone 110 GPS satellite 112 Vehicle sensor 120 Traffic flow control server 130 Traffic signal 140 Optical beacon 142 Base station 144 Information collection network 146 Traffic signal control network 300 Premium service server 500 Control policy determination part 502 Traffic signal parameter calculation part 504 Navigator Control unit 600 Passing traffic measurement data collection unit 602 Route data collection unit 604 Each vehicle route determination unit 606 Traffic amount calculation unit 608 Delay calculation unit 610 Abnormal delay point detection unit

Hereinafter, embodiments of the disclosed technology will be described with reference to the accompanying drawings. FIG. 1 is a diagram illustrating a basic configuration of a traffic flow control system according to the disclosed technique together with peripheral systems. As shown in FIG. 1, the traffic flow control system and its peripheral system of this embodiment are a car navigator 100, a mobile phone 102, a GPS (Global Positioning System) satellite 110, a vehicle sensor 112, a traffic flow control server 120, a traffic It includes a traffic light 130, an optical beacon 140, a base station 142, an information collection network 144, a traffic light control network 146, and the like. There are a plurality of devices other than the traffic flow control server 120.

The car navigator 100 and the mobile phone 102 are mobile information devices capable of interacting with users in a vehicle such as a driver and a passenger, and users who walk, and provide position information to the users based on signals received from the GPS satellite 110. In addition, it has a function of performing route guidance to the destination. The vehicle sensor 112 is installed on the road and senses a vehicle passing on the road. The traffic flow control server 120 is located in the traffic control center, and is transmitted from the car navigator 100, the mobile phone 102, the vehicle sensor 112, etc. via the optical beacon 140, the base station 142, the information collection network 144, etc. Collect information. The traffic flow control server 120 calculates a parameter value for each traffic signal based on the collected information for the purpose of traffic flow control, and provides it to each traffic signal 130 as control information via the traffic signal control network 146 or the like.

Each of the car navigator 100, the mobile phone 102, and the traffic flow control server 120 is a computer including a processor, a memory, an input / output mechanism, and the like. These computers realize respective processing functions by the processor operating according to a program loaded in the memory.

The optical beacon 140 is attached to a road sign pillar or a traffic light near the intersection, and transmits / receives information by an optical signal to / from a vehicle passing therearound. Further, a radio beacon may be used instead of the optical beacon. The information collection network 144 is a communication network that transmits information transmitted from the car navigator 100, the mobile phone 102, the vehicle sensor 112, and the like to the traffic flow control server 120. The traffic signal control network 146 is a communication network that transmits information transmitted from the traffic flow control server 120 to each traffic signal 130. The base station 142 is a communication facility that wirelessly communicates with the mobile phone 102 in the zone under its jurisdiction.

FIG. 2 is a diagram illustrating the operation of the traffic flow control system shown in FIG. First, a user such as a driver or a passenger searches for information on a route to which the user wants to go, that is, a destination by using the car navigator 100 or the mobile phone 102 to determine a route to the destination (block 202). ).

When the car navigator 100 or the mobile phone 102 starts route guidance for the user based on the confirmed route, the car navigator 100 or the mobile phone 102 calculates the current position, that is, the estimated time to reach the main point on the route from the departure point to the destination ( Block 204).

Next, the car navigator 100 or the mobile phone 102 transmits the route information including the departure point, the destination, the route, and the arrival time of the main point to the traffic flow control server 120 (block 206). That is, route information is transmitted from the car navigator 100 to the optical beacon 140 as an optical signal, and further, the route information is transmitted from the optical beacon 140 to the traffic flow control server 120 via the information collection network 144. Alternatively, the route information is transmitted from the mobile phone 102 to the base station 142 by radio waves, and further transmitted from the base station 142 to the traffic flow control server 120 via the information collection network 144.

The traffic flow control server 120 obtains an optimum policy for processing the traffic flow based on the route information from the car navigator 100 or the mobile phone 102 and the congestion information based on the signal from the vehicle sensor 112, and follows the obtained policy. To determine parameter values for controlling each traffic light 130 (block 208). Here, the traffic light parameters are the aforementioned cycle length, split and offset. The traffic flow control server 120 calculates the optimal control parameter value for processing the traffic flow based on the traffic volume flowing into each intersection, that is, the traffic volume and the traffic volume expected to flow into the intersection. .

The traffic flow control server 120 transmits the determined parameter value to each traffic signal 130 using the traffic signal control network 146 to control each traffic signal (block 210).

The result of controlling each traffic signal is fed back to the traffic flow control server 120 via the information collection network 144 as congestion information from the vehicle sensor 112 (block 212). By controlling each traffic light, a change occurs in the traffic flow. If traffic signal control is appropriate, congestion can be reduced. On the other hand, if traffic congestion cannot be alleviated, it can be considered that control of traffic lights is not appropriate. Therefore, the traffic flow control server can determine the traffic signal control policy thereafter by discriminating the traffic flow based on the information collected by the vehicle sensor.

When the traffic flow control server 120 determines that the vehicle is delayed with respect to the expected arrival time at the main point only by controlling the traffic light 130, the car navigator 100 or the mobile phone mounted on the vehicle predicted to be delayed. A route change recommendation is notified to the navigation function 102 (block 214). Based on this, a car navigator, a mobile phone, or a user using these devices can change the route. When prompting the user to change the route, information for prompting the user to change the route is output to the car navigator or the mobile phone.

The car navigator 100 or the mobile phone 102 mounted on the vehicle reports a change in the route information to the traffic flow control server 120 whenever a change occurs in the situation or the route information (block 216). Thereafter, the processing of blocks 208 to 216 is repeated based on the information collected every moment.

FIG. 3 is a diagram for explaining the configuration of a traffic flow control system including a premium priority service. In the traffic flow control system of FIG. 3, a premium service server 300 that provides a premium priority service is further provided in the traffic control center. Here, “premium priority service” refers to raising the priority of a charged vehicle so that the vehicle can pass the route earlier in exchange for charging the vehicle or user. It is a service that constructs a pseudo priority road for the vehicle by controlling.

The operation of the traffic flow control system shown in FIG. 3 is illustrated in FIG. First, in the car navigator 100, the user decides the route information to the destination he wants to go to, and if he / she wants to reach the destination sooner, he / she selects “premium priority service”. (Block 402).

Next, the car navigator 100 that has activated the car navigation service with premium priority service transmits route information to the traffic flow control server 120 as a premium user who uses the premium priority service (block 404).

Next, the traffic flow control server 120 requests the premium service server 300 to authenticate the premium user (block 406).

When the premium service server 300 confirms that the user who has transmitted the route information is a premium user, the traffic flow control server 120 increases the passing priority of the user and calculates the parameter value of the traffic light ( Block 408).

Next, the traffic flow control server 120 executes the control of the traffic light 130 as described above using the calculated traffic light parameter value (block 410).

When it is reported from the car navigator 100 to the traffic flow control server 120 that the vehicle has arrived at the destination, the premium service server 300 generates a charge for the premium user (block 412). As a charging system, a fixed fee, a pay-as-you-go fee according to the length of the route and the number of controlled traffic signals, an effect fee indicating how much time it has arrived in less than the normal expected arrival time, and the like are used.

With premium priority services, users can be notified of the optimal route without waste, so it is possible to avoid time delays due to traffic jams, construction work, etc., that is, unnecessary travel, and consequently reduce the burden on the environment. Can do.

FIG. 5 is a diagram illustrating a configuration example of the traffic flow control server 120. As shown in FIG. 5, the traffic flow control server 120 includes a control policy determination unit 500, a traffic light parameter calculation unit 502, and a navigator control unit 504. The traffic flow control server 120 receives the following three items as information for controlling the traffic flow.

(1) Route information 510 such as a departure point, a destination, a route, and a predicted arrival time of a main point collected from a car navigator 100 or a mobile phone 102 of a user such as a vehicle driver or a passenger.
(2) Traffic information 512 from the vehicle sensor 112 on the road
(3) Management policy information 514 from an administrator that concentrates traffic on a certain road or blocks a certain road.

Based on these pieces of information, the control policy determination unit 500 predicts the traffic passing through each intersection or road, that is, the traffic volume, and determines a policy for processing the traffic volume well. Furthermore, the control policy determination unit 500 performs user authentication in cooperation with the premium service server 300 for a user who desires premium priority service, and the party realizes priority control for the user.

Based on the determined control policy, the traffic light parameter calculation unit 502 determines a parameter value 520 for controlling each traffic light, and distributes the parameter to each traffic light. In addition, the navigator control unit 504 makes a recommendation 522 for the navigation function of each car navigator 100 or the mobile phone 102 as necessary. The recommendation message is changed into a form suitable for the medium or device used by the receiving user.

FIG. 6 is a diagram illustrating a configuration example of the control policy determination unit 500 in the traffic flow control server 120. The control policy determination unit 500 shown in FIG. 6 includes a passing traffic measurement data collection unit 600, a route data collection unit 602, each vehicle route determination unit 604, a traffic amount calculation unit 606, a delay calculation unit 608, and an abnormal delay point detection unit. 610 is provided.

The passing traffic measurement data collection unit 600 collects measurement data, for example, the number and speed of passing vehicles, from each vehicle sensor 112 installed on the road, and stores it in a traffic integrated value (current value) table 620 for each link or each intersection. save. Here, the link means a road between intersections. In the traffic integrated value (current value) table, the integrated value of the traffic volume at each link or each intersection is recorded. In addition, the period which accumulate | stores traffic is arbitrary.

In each car route data table 622, route information, that is, the departure point, the destination, the route from the departure point to the destination, and the expected arrival time at the main point are recorded for each vehicle / user. The route data collection unit 602 collects route information of each user from the car navigator 100 or the mobile phone 102 and stores it in each vehicle route data table 622. The timing of collecting route information includes (1) when the user sets a route at the time of departure, (2) when the user changes the route, and (3) when the navigation software changes the route, that is, at the time of reroute. Can be mentioned.

The map data 624 is data relating to a map that shows information on each place that can be a road layout or a destination. The map data 624 may include information other than the above.

The route-specific metric information 626 is information indicating an evaluation value of the traffic volume in each route, that is, a metric. As the metric, for example, an evaluation value for each link can be set, but the setting unit of the metric and how to have the information are arbitrary.

The delay time table 628 stores information indicating delay times occurring at various places such as intersections and links, that is, differences in actual pass / arrival times with respect to expected pass / arrival times. If the actual pass / arrival time is smaller than the expected pass / arrival time, information “no delay time” may be set, or a shortened pass / arrival time may be set. .

Each vehicle route determination unit 604 determines a route through which each vehicle passes using information in each vehicle route data table 622, map data 624, metric information for each route 626, and delay time table 628. In determining the route of the vehicle, the following measures can be taken. Each vehicle route determination unit 604 first refers to map data using the route information of each vehicle, and determines a road through which each vehicle passes and a passing point including an intersection or a link. Subsequently, each vehicle route determination unit refers to the metric information 626 for each route and the delay time table 628 based on the determined passing point, and selects a route with an appropriate evaluation value and a small delay time. The route with the shortest expected arrival time to the destination is selected. The specific procedure for determining the route is not limited to this procedure. The route determined by each vehicle route determination unit 604 is more detailed than the data collected by the route data collection unit 602. Each vehicle route determination unit 604 stores the determined route in each vehicle route data table 622 again.

Based on the route information of each vehicle stored in each vehicle route data table 622 and the information in the traffic integrated value (current value) table 620, the traffic amount calculation unit 606 determines each intersection or link, that is, an intersection at a future time. The number of vehicles expected to gather on the road in between, that is, the traffic is accumulated. The traffic amount calculation unit 606 stores the result of integrating the number of vehicles in a traffic integrated value (predicted value) table 630 for each link or each intersection. In order to increase the vehicle passing priority as the premium priority service, the weight of the vehicle to which the premium priority service is applied is increased as compared with other vehicles, and the traffic is calculated. For example, the number of vehicles to which the premium priority service is applied may be converted into several vehicles and the traffic at each location may be calculated.

The delay calculation unit 608 calculates the delay time at each intersection or link based on the traffic integrated value (predicted value) table 630 and the traffic capacity data 632 for each link given in advance. The traffic capacity data is data indicating the number of vehicles that can pass through each link per unit time. At that time, the delay calculation unit 608 calculates the delay time in consideration of the road construction schedule and the road closure schedule recorded in the construction / propagation schedule table 634. The delay calculation unit 608 corrects the delay time table 628 based on the calculation result of the delay time.

The abnormal delay point detection unit 610 refers to the delay time table 628, extracts a point where the vehicle traffic is delayed more than the value specified in the management policy 636, and records the extraction result in the delay avoidance point data table 638. To do.

The traffic light parameter calculation unit 502 controls traffic light parameters so as to increase traffic passing through intersections and links listed in the delay avoidance point data table 638. Further, the navigator control unit 504 notifies the navigation function of the car navigator 100 or the mobile phone 102 based on the delay avoidance location data table 638 of a reroute recommendation such as avoiding an abnormal delay location.

FIGS. 7A and 7B are diagrams for explaining processing of each vehicle route determination unit 604 in the control policy determination unit 500. FIG. The method by which each vehicle route determination unit 604 determines the detailed route of each vehicle is as follows. Now, there is a road network composed of roads as shown in FIG. 7 (A). Numbers "1" to "3" run up and down, and "A" to "C" run left and right. It is assumed that the symbol is attached. Further, as shown in FIG. 7A, it is assumed that an evaluation value, that is, a metric is set for each road between intersections, that is, between nodes, that is, a link. The metric is a value obtained by comprehensively evaluating the time required for passing, that is, the delay time, the number of vehicles that can pass per unit time, that is, the traffic capacity, the policy of the road manager, and the like, and is described in FIG. The numbers with parentheses correspond to the metrics for each link.

When a certain vehicle goes from the “A1” point to the “C3” point, the Dijkstra method is well known as an algorithm for determining the route of the vehicle. The Dijkstra method is a method of evaluating a path that can be taken for each node by using a binary tree, and finally selecting a path that maximizes or minimizes the metric sum of each link. FIG. 7B shows the evaluation result when the vehicle goes from the “A1” point to the “C3” point. In FIG. 7B, the numerical values arranged below are the integrated values of the metrics in each route, and the evaluation is performed based on the integrated location. From FIG. 7B, it is determined that the route “A1” → “B1” → “B2” → “B3” → “C3” is optimal, that is, the metric is maximum. Using this method, each vehicle route determination unit 604 calculates the route and passage time of each vehicle.

FIG. 8 is a diagram for explaining the processing of the traffic amount calculation unit 606 in the control policy determination unit 500. Based on the route of each vehicle determined by each vehicle route determining unit 604, the traffic amount calculating unit 606 calculates the traffic amount of each intersection or road as follows. The vehicle passes through the route obtained by the algorithm of FIGS. 7A and 7B together with the flow of time (t) as shown in FIG. FIG. 8 shows the position where the vehicle is present and the direction in which the vehicle is present at regular time intervals (t1 to t5).

The traffic amount calculation unit 606 calculates the traffic amount at a certain time by accumulating the number of vehicles gathered at each intersection or each link at a certain time based on each vehicle route data table 622. Then, the delay calculation unit 608 calculates the delay time of the intersection or link from the relationship between the calculated traffic volume and the number of vehicles that the intersection or link can pass in unit time, that is, the traffic capacity. In addition to the simple method described above, research is also progressing on a method of simulating micro movements using a mathematical model such as a cellular automaton, and these results can also be used.

By using the disclosed technology, the re-route function of the current car navigator not only controls switching to an empty road route to avoid traffic congestion, but also controls traffic lanes that are normally prohibited from traffic such as police. By permitting the person, it becomes possible to alleviate traffic jams and speed up the arrival time. Specifically, there are the following applications.

(1) An existing bus priority road is made a pedestrian zone for premium priority services for a specific time.
(2) Build a road dedicated to premium priority services. In this case, it is possible to handle existing highways and toll roads).
(3) Release private roads for premium priority services and return a portion of tolls to private land owners.

In addition, according to the disclosed technology, in a service such as a taxi that requires consideration by transportation, an optimum route is presented according to the urgency of the passenger, and the premium priority service fee is changed according to the result, etc. Service is also possible. In addition, applications such as presenting a premium priority service route so as not to meet an emergency car rushing to the site, or presenting an over route to a vehicle escaping due to a crime are possible. Furthermore, since the premium service server can be set up for each operator, the application range can be expanded by mutual entry with other operators and services.

Claims

A traffic flow control system in which a mobile information device and a control server are connected via a communication network,
The mobile information device is
A route information setting unit for setting route information including a starting point and a destination,
A route information transmitting unit for transmitting the route information to the control server;
Comprising
The control server is
Using the route information collected from each vehicle, calculate the predicted traffic volume and delay time for each intersection or link, and determine a traffic volume control policy based on the calculation results;
Based on the determined control policy, a traffic light parameter calculation unit that changes the parameter value of each traffic light,
A traffic flow control system comprising:
In the traffic flow control system,
The control policy determination unit creates delay avoidance point information indicating a point where the delay time is large based on the calculation result of the predicted traffic volume and the delay time,
2. The traffic flow control system according to claim 1, wherein the traffic light parameter calculation unit changes a parameter value of a corresponding traffic light based on the delay avoidance point information.
The traffic flow control system according to claim 1, wherein the movement information device is a car navigator.
The traffic flow control system according to claim 1, wherein the mobile information device is a mobile phone.
The traffic flow control system according to claim 1, wherein the control policy determination unit further uses information from a vehicle sensor on a road when calculating the predicted traffic volume.
The traffic flow control system according to claim 1, wherein the control policy determination unit further uses management policy information from an administrator when calculating the predicted traffic volume.
The traffic flow control system according to claim 1, wherein the control server further includes a navigator control unit that makes a recommendation for a navigation function in the mobile information device based on delay avoidance point information.
A traffic flow control method in a system in which a mobile information device capable of interacting with a user in a vehicle, a control server, and a traffic signal are connected via a communication network,
The movement information device sets route information including a departure point, a destination, a route, and a predicted arrival time of a main point;
The mobile information device transmitting the route information to the control server;
Using the route information collected from each vehicle, the control server calculates the predicted traffic volume and delay time for each intersection or link, and creates an abnormal delay location information by detecting an abnormal delay location. Steps,
The control server changing a parameter value of each traffic signal based on the delay avoidance point information;
A traffic flow control method comprising:
An information processing device connected to a mobile information device and a traffic signal via a communication network,
A route information receiving unit for receiving route information including a departure point and a destination from the movement information device;
Using the route information collected from each vehicle, calculate the predicted traffic volume and delay time for each intersection or link, and determine a traffic volume control policy based on the calculation results;
Based on the determined control policy, a traffic light parameter calculation unit that changes a value of a parameter for controlling each traffic light,
An information processing apparatus comprising:
A program for causing a computer connected to a mobile information device and a traffic signal capable of interacting with a user in a vehicle via a communication network to function as a traffic flow control server,
Receiving route information including a departure point, a destination, a route, and a predicted arrival time of a main point from the movement information device;
Using the route information collected from each vehicle, calculating the predicted traffic volume and delay time for each intersection or link, and creating delay avoidance point information based on the calculation results;
Changing the parameter value of each traffic signal based on the delay avoidance point information;
A program for causing the computer to execute.