WO2021171979A1

WO2021171979A1 - Traffic flow control system, control device, control method, and computer program

Info

Publication number: WO2021171979A1
Application number: PCT/JP2021/004493
Authority: WO
Inventors: 明紘小川
Original assignee: 住友電気工業株式会社
Priority date: 2020-02-26
Filing date: 2021-02-08
Publication date: 2021-09-02

Abstract

A traffic flow control system comprising: a plurality of in-vehicle devices; and a control device that controls a traffic flow in a road network on the basis of information transmitted from the plurality of in-vehicle devices, wherein the control device includes a first management unit that manages a traffic flow of an arterial road among roads included in a first region of the road network, and a second management unit that handles each of a plurality of second regions constituting the first region and manages traffic flows of roads included in the second region, the first management unit includes a first prediction unit that predicts occurrence of congestion in the arterial road on the basis of the traffic capacity of the arterial road and a first transmission unit that, in response to the prediction of occurrence of congestion by the first prediction unit, transmits first recommendation information for avoiding the congestion predicted by the first prediction unit, to an in-vehicle device of a vehicle traveling on the arterial road toward a first congestion portion in which the occurrence of congestion has been predicted, the second management unit includes a second prediction unit that predicts occurrence of congestion on a road included in a second region, on the basis of the traffic capacity of the road included in the second region and a second transmission unit that, in response to the prediction of occurrence of congestion by the second prediction unit, transmits second recommendation information for avoiding the congestion predicted by the second prediction unit, to the in-vehicle device of the vehicle traveling on the road included in the second region toward a second congestion portion in which the occurrence of congestion has been predicted, and each of the plurality of in-vehicle devices presents information for recommending traveling on a route based on any of the received first recommendation information and second recommendation information.

Description

Traffic flow control system, control device, control method and computer program

This disclosure relates to traffic flow control systems, control devices, control methods and computer programs. This application claims priority based on Japanese Application No. 2020-03569 filed on February 26, 2020, and incorporates all the contents described in the Japanese application.

In recent years, car navigation systems installed in automobiles and motorcycles (hereinafter referred to as vehicles) have become widespread. The car navigation system stores road map information and displays the current position of the vehicle acquired by GPS (Global Positioning System) or the like on the road map to provide driving support. The car navigation system presents a plurality of travel routes according to the input destination, waypoint, etc., and conditions related to time, mileage, fare, and the like. After the travel route is selected and the vehicle travel is started, the direction of travel (straight ahead, right turn or left turn) and the desired travel lane are guided according to the travel position.

VICS (registered trademark) (Vehicle Information and Communication System) is a service that provides information (hereinafter referred to as traffic information) related to traffic conditions (traffic congestion, traffic obstacles, traffic regulations, etc.) wirelessly in real time. Are known. By appropriately presenting the information received from the VICS by the car navigation system, the driver can change the traveling route according to the traffic conditions.

This enables the driver to drive on a route that bypasses a congested road, for example. However, if many drivers change the driving route in consideration of the traffic information delivered from VICS, there is a problem that many vehicles flow into the previously uncongested road and new congestion occurs. ..

Non-Patent Document 1 below proposes a system that smoothes the traffic flow by sharing the route information of each vehicle to be passed by the in-vehicle device and distributing the traffic volume. Further, in Patent Document 1 below, route information is received from a vehicle traveling in front of the own vehicle, and the acquired route information is used to prevent the vehicles from concentrating on the same route or road. An in-vehicle device that recalculates information is disclosed.

Japanese Unexamined Patent Publication No. 2011-209171

The traffic flow control system according to a certain aspect of the present disclosure includes a plurality of in-vehicle devices and a control device for controlling the traffic flow in the road network based on information transmitted from the plurality of in-vehicle devices, and the control device is a road network. Of the roads included in the first area of the above, the first management unit that manages the traffic flow of the main road and the roads that correspond to each of the plurality of second areas constituting the first area and are included in the second area. The first management department includes the second management department that manages the traffic flow of the road, and the first management department predicts the occurrence of congestion on the main road based on the traffic capacity of the main road. In response to the prediction of the occurrence of the congestion, the first recommended information for avoiding the congestion predicted by the first prediction unit is sent to the first congestion part where the occurrence of the congestion is predicted. The second management unit reduces the occurrence of congestion on the road included in the second region to the traffic capacity of the road included in the second region. In response to the fact that the second prediction unit predicts the occurrence of congestion by the second prediction unit and the second prediction unit predicts the occurrence of congestion, the second recommended information for avoiding the congestion predicted by the second prediction unit is provided with the congestion. Each of the plurality of in-vehicle devices receives, including a second transmitting unit that transmits to the in-vehicle device of the vehicle traveling on the road included in the second region toward the second congested portion where the occurrence of Information that recommends traveling on a route based on either the first recommended information or the second recommended information is presented.

The traffic flow control device according to another aspect of the present disclosure is a traffic flow control device that controls the traffic flow in the road network based on information transmitted from a plurality of in-vehicle devices, and is included in the first region of the road network. Of the roads, the first management unit that manages the traffic flow of the main road and the second management unit that manages the traffic flow of the roads included in the second area corresponding to each of the plurality of second areas constituting the first area. The first management department, including the two management departments, predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and the first prediction unit predicts the occurrence of congestion. In response to this, the first recommended information for avoiding the congestion predicted by the first prediction unit is given to the vehicle traveling on the main road toward the first congestion part where the congestion is predicted to occur. The second management unit predicts the occurrence of congestion on the road included in the second region based on the traffic capacity of the road included in the second region, including the first transmitting unit that transmits to the in-vehicle device. In response to the fact that the occurrence of congestion was predicted by the second prediction section and the second prediction section, the second recommended information for avoiding the congestion predicted by the second prediction section was given by the second prediction section. (2) Includes a second transmission unit that transmits to an in-vehicle device of a vehicle traveling on a road included in the second region toward a congested portion.

The traffic flow control method according to still another aspect of the present disclosure is a traffic flow control method for controlling the traffic flow in the road network based on information transmitted from a plurality of in-vehicle devices, and is included in the first region of the road network. Among the roads to be constructed, the first management step for managing the traffic flow of the main road and the traffic flow of the roads included in the second region are managed corresponding to each of the plurality of second regions constituting the first region. Including the second management step, the first management step predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and the first prediction step predicts the occurrence of congestion. In response to this, the first recommended information for avoiding the congestion predicted by the first prediction step is applied to the vehicle traveling on the main road toward the first congestion portion where the congestion is predicted to occur. The second management step predicts the occurrence of congestion on the road included in the second region based on the traffic capacity of the road included in the second region. In response to the fact that the occurrence of congestion was predicted by the prediction step and the second prediction step, the occurrence of the congestion was predicted by the second recommended information for avoiding the congestion predicted by the second prediction step. It includes a second transmission step of transmitting to the in-vehicle device of the vehicle traveling on the road included in the second region toward the second congested portion.

The computer program according to still another aspect of the present disclosure is a computer program that controls a traffic flow in a road network based on information transmitted from a plurality of in-vehicle devices, and is included in the first region of the road network in the computer. Among the roads, the first management function for managing the traffic flow of the main road and the second management function for managing the traffic flow of the road included in the second area corresponding to each of the plurality of second areas constituting the first area. Two management functions are realized, and the first management function predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and the first prediction function predicts the occurrence of congestion. In response to this, the first recommended information for avoiding the congestion predicted by the first prediction function is sent to the vehicle traveling on the main road toward the first congestion portion where the congestion is predicted to occur. The second management function predicts the occurrence of congestion on the road included in the second region based on the traffic capacity of the road included in the second region. In response to the fact that the occurrence of congestion was predicted by the prediction function and the second prediction function, the occurrence of the congestion was predicted by the second recommended information for avoiding the congestion predicted by the second prediction function. It includes a second transmission function of transmitting to an in-vehicle device of a vehicle traveling on a road included in a second region toward a second congested portion.

FIG. 1 is a schematic diagram showing a configuration of a traffic flow control system according to an embodiment of the present disclosure. FIG. 2 is a block diagram showing a hardware configuration of the in-vehicle device shown in FIG. FIG. 3 is a block diagram showing the hardware configuration of the first server shown in FIG. FIG. 4 is a block diagram showing a configuration of a functional module of the first server shown in FIG. FIG. 5 is a road map showing a target road whose traffic flow is controlled by a high-level agent. FIG. 6 is a road map showing a target road whose traffic flow is controlled by a low-level agent. FIG. 7 is a flowchart showing the operation of the high-level agent. FIG. 8 is a flowchart showing the operation of the low level agent. FIG. 9 is a plan view showing traffic conditions in and around the intersection.

[Problems to be solved by the invention]
Traffic conditions do not depend only on static factors such as road structure (number of lanes, speed limit, lane regulation, etc.), but also the types of traffic participants (vehicles, pedestrians, bicycles, etc.) and their properties (straight ahead, straight ahead, etc.) It changes from moment to moment depending on dynamic factors such as right turn, left turn, etc.). However, both Non-Patent Document 1 and Patent Document 1 have a problem that congestion cannot be avoided corresponding to the traffic capacity that dynamically fluctuates depending on the traffic condition. The traffic capacity is set for each road and is the maximum traffic volume of each road. The traffic capacity is determined, for example, from the actually measured traffic volume (the number of vehicles passing per unit time at a certain point on the road (for example, vehicles / hour)). Since the maximum value of the measured traffic volume varies depending on the traffic conditions, the traffic capacity varies depending on the traffic conditions. For example, even on the same road, a state in which the vehicle can travel at a legal speed (for example, 100 km / h on an expressway) and a state in which the vehicle travels at a lower speed (for example, 60 km / h) (speed regulation due to congestion, strong wind, snow cover, etc.) The traffic capacity is different. Traffic capacity also varies depending on the time of day and the day of the week.

In Non-Patent Document 1, it is not possible to monitor the traffic conditions other than the traffic volume of the probe vehicle in real time. In Patent Document 1, it is possible to avoid duplication of traveling routes between vehicles, but it is not possible to consider the behavior of other traffic participants (pedestrians, vehicle groups that cannot share information, etc.). Therefore, it is not possible to avoid congestion corresponding to the traffic capacity that dynamically fluctuates depending on the traffic conditions.

Therefore, an object of the present disclosure is to provide a traffic flow control system, a control device, a control method, and a computer program capable of avoiding congestion corresponding to a traffic capacity that dynamically fluctuates depending on a traffic condition.

[Explanation of Embodiments of the present disclosure]
The contents of the embodiments of the present disclosure will be listed and described. At least a part of the embodiments described below may be arbitrarily combined.

(1) The traffic flow control system according to the first aspect of the present disclosure includes and controls a plurality of in-vehicle devices and a control device that controls a traffic flow in a road network based on information transmitted from the plurality of in-vehicle devices. The device corresponds to each of the first management unit that manages the traffic flow of the main road and the plurality of second regions constituting the first region among the roads included in the first region of the road network, and the second Including the second management department that manages the traffic flow of the roads included in the area, the first management department has the first prediction unit that predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and the first 1 In response to the prediction of the occurrence of congestion by the prediction unit, the first recommended information for avoiding the congestion predicted by the first prediction unit is applied to the first congestion portion where the occurrence of the congestion is predicted. The second management unit includes the first transmission unit that transmits to the in-vehicle device of the vehicle traveling on the main road, and the second management unit includes the occurrence of congestion on the road included in the second region in the second region. The second prediction unit that predicts based on the traffic capacity of the road and the second recommendation for avoiding the congestion predicted by the second prediction unit in response to the prediction of the occurrence of congestion by the second prediction unit. A plurality of in-vehicle devices including a second transmission unit that transmits information to an in-vehicle device of a vehicle traveling on a road included in the second region toward a second congested portion where the occurrence of the congestion is predicted. Each of the above presents information recommending traveling on a route based on either the received first recommended information or the second recommended information.

This makes it possible to avoid congestion in response to traffic capacity that dynamically fluctuates depending on traffic conditions. In particular, by classifying roads into a plurality of roads according to the traffic capacity and predicting congestion by targeting the roads belonging to each classification as management targets, it is possible to change the traffic flow so as to efficiently suppress the occurrence of congestion. ..

(2) The first recommended information can include at least one of the information of the route bypassing the first congested part, the information of the recommended lane, and the information of the recommended traveling speed, and the second recommended information. Can include at least one of route information that bypasses the second congested portion, recommended lane information, and recommended traveling speed information. Thereby, in order to suppress the occurrence of congestion, it is possible to provide recommended information suitable for each in-vehicle device.

(3) The information transmitted from the in-vehicle device includes information indicating the position and traveling route of the vehicle on which the in-vehicle device is mounted, and the first transmitting unit includes the first congested portion in the non-traveling portion of the traveling route. Even if the in-vehicle device is determined as the transmission destination of the first recommended information, and the second transmission unit determines the in-vehicle device including the second congested portion in the non-traveling portion of the traveling route as the transmission destination of the second recommended information. good. As a result, it is possible to suppress the transmission of useless information by the control device and the reception of information that cannot be used by the in-vehicle device, and it is possible to efficiently suppress the occurrence of congestion.

(4) The first transmission unit may transmit the first recommended information to the in-vehicle device of the vehicle which is presumed to reach the inflow port toward the first congested part within a predetermined time, and the inflow port is on the main road. It may be an intersection. As a result, it is possible to suppress the transmission of useless information by the control device and the reception of information that cannot be used by the in-vehicle device, and it is possible to efficiently suppress the occurrence of congestion.

(5) The first recommended information is information for recommending driving on a detour road that bypasses the first congested part, and the first transmission unit is the traffic capacity of the road from the inflow port to the first congested part and the detour. The number of in-vehicle devices to which the first recommended information is transmitted may be determined according to the ratio to the traffic capacity of the road. As a result, the traffic flow on a plurality of roads after the vehicles are dispersed can be made comparable.

(6) The second prediction unit detects the movements of vehicles and pedestrians at the intersection included in the second area and the area around the intersection, and the detected vehicles and pedestrians and the transmission destination of the second recommended information. With respect to a vehicle equipped with a certain in-vehicle device, the priority of progress at an intersection is determined, and the second transmission unit transmits information according to the priority to the in-vehicle device to which the second recommended information is transmitted. You may. As a result, a safe and smooth traffic flow can be realized.

(7) The second prediction unit is obtained by subtracting the outflow amount per unit time from the inflow amount per unit time with respect to the inflow / outflow amount of the number of vehicles in a predetermined area including a plurality of intersections included in the second area. The occurrence of congestion is predicted based on whether the value is larger than the threshold value, and the threshold value may be changed according to the state of the traffic light included in the predetermined area. As a result, it is possible to appropriately predict the occurrence of congestion according to the ever-changing traffic conditions.

(8) The control device can include a computer including the first management unit and a plurality of computers including each of the plurality of second management units. In this way, by distributing the functions for each layer to a plurality of computers, it becomes possible to efficiently control the traffic flow.

(9) The traffic flow control device according to the second aspect of the present disclosure is a traffic flow control device that controls the traffic flow in the road network based on information transmitted from a plurality of in-vehicle devices, and is the first of the road network. Among the roads included in the area, the traffic flow of the road included in the second area corresponds to each of the first management unit that manages the traffic flow of the main road and the plurality of second areas constituting the first area. The first management unit predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and the first management unit predicts the occurrence of congestion by the first prediction unit. In response to the prediction, the first recommended information for avoiding the congestion predicted by the first prediction unit is transmitted on the main road toward the first congestion part where the occurrence of the congestion is predicted. The second management unit predicts the occurrence of congestion on the road included in the second region based on the traffic capacity of the road included in the second region, including the first transmission unit that transmits to the in-vehicle device of the vehicle. In response to the fact that the second prediction unit predicts the occurrence of congestion and the second prediction unit predicts the occurrence of congestion, the second prediction information for avoiding the congestion predicted by the second prediction unit is provided by the occurrence of the congestion. Includes a second transmitter that transmits to the in-vehicle device of the vehicle traveling on the road included in the second region towards the predicted second congested portion. This makes it possible to avoid congestion in response to traffic capacity that dynamically fluctuates depending on traffic conditions. In particular, by classifying roads into a plurality of roads according to the traffic capacity and predicting congestion by targeting the roads belonging to each classification as management targets, it is possible to change the traffic flow so as to efficiently suppress the occurrence of congestion. ..

(10) The control method according to the third aspect of the present disclosure is a traffic flow control method for controlling a traffic flow in a road network based on information transmitted from a plurality of in-vehicle devices, and is used in a first region of the road network. Among the included roads, the first management step for managing the traffic flow of the main road and the traffic flow of the roads included in the second region are managed corresponding to each of the plurality of second regions constituting the first region. In the first management step, the occurrence of congestion on the main road is predicted based on the traffic capacity of the main road, and the first prediction step predicts the occurrence of congestion. In response to this, the first recommended information for avoiding the congestion predicted by the first prediction step is being driven on the main road toward the first congestion portion where the occurrence of the congestion is predicted. The second management step predicts the occurrence of congestion on the road included in the second region based on the traffic capacity of the road included in the second region, including the first transmission step of transmitting to the in-vehicle device of the vehicle. In response to the fact that the occurrence of congestion is predicted by the two prediction steps and the second prediction step, the occurrence of the congestion is predicted by the second recommended information for avoiding the congestion predicted by the second prediction step. It includes a second transmission step of transmitting to the in-vehicle device of the vehicle traveling on the road included in the second region toward the second congested portion. This makes it possible to avoid congestion in response to traffic capacity that dynamically fluctuates depending on traffic conditions. In particular, by classifying roads into a plurality of roads according to the traffic capacity and predicting congestion by targeting the roads belonging to each classification as management targets, it is possible to change the traffic flow so as to efficiently suppress the occurrence of congestion. ..

(11) The computer program according to the fourth aspect of the present disclosure is a computer program that controls the traffic flow in the road network based on the information transmitted from a plurality of in-vehicle devices, and the first region of the road network is applied to the computer. Among the roads included in the above, the first management function for managing the traffic flow of the main road and the traffic flow of the road included in the second region corresponding to each of the plurality of second regions constituting the first region. The second management function to manage is realized, and the first management function predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and the first prediction function causes the occurrence of congestion. In response to the prediction, the first recommended information for avoiding the congestion predicted by the first prediction function is transmitted on the main road toward the first congestion part where the occurrence of the congestion is predicted. The second management function predicts the occurrence of congestion on the road included in the second region based on the traffic capacity of the road included in the second region, including the first transmission function of transmitting to the in-vehicle device of the vehicle. In response to the fact that the occurrence of congestion is predicted by the second prediction function and the second prediction function, the second recommended information for avoiding the congestion predicted by the second prediction function is provided by the occurrence of the congestion. It includes a second transmission function of transmitting to the in-vehicle device of the vehicle traveling on the road included in the second region toward the predicted second congested portion. This makes it possible to avoid congestion in response to traffic capacity that dynamically fluctuates depending on traffic conditions. In particular, by classifying roads into a plurality of roads according to the traffic capacity and predicting congestion by targeting the roads belonging to each classification as management targets, it is possible to change the traffic flow so as to efficiently suppress the occurrence of congestion. ..

[The invention's effect]
According to the present disclosure, it is possible to avoid congestion corresponding to the traffic capacity that dynamically fluctuates depending on the traffic conditions.

[Details of Embodiments of the present disclosure]
In the following embodiments, the same parts are given the same reference numbers. Their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

[overall structure]
The traffic flow control system 100 according to the embodiment of the present disclosure with reference to FIG. 1 includes an in-vehicle device 104 mounted on the vehicle 102 and a first server 110. The first server 110 is a server computer. In FIG. 1, one vehicle 102 is typically shown, but there are a plurality of vehicles 102. Some vehicles are not equipped with in-vehicle devices. The in-vehicle device 104 and the first server 110 communicate with each other via the base station 106 and the network 108. The first server 110 also communicates with the second server 112 via the network 108.

The in-vehicle device 104 transmits and receives information via a mobile communication line (LTE line, 5G line, etc.) provided by the base station 106. When a plurality of vehicles exist, it is also possible to directly wirelessly communicate between the in-vehicle devices mounted on the vehicles without going through the base station 106. The in-vehicle device 104 has a function of a car navigation system. The in-vehicle device 104 includes a sensor that acquires information (pedestrian 200, etc.) outside the vehicle 102. The in-vehicle device 104 transmits information (hereinafter referred to as route information) of the designated vehicle 102 to travel (hereinafter referred to as travel route) and data detected by the sensor to the first server 110 (hereinafter also referred to as upload). Say). The timing of uploading each of them is arbitrary. The route information may be any information that can specify a traveling route, and is, for example, information indicating a starting point, a destination, a waypoint, a traveling road, or the like.

The first server 110 uses the route information and the sensor data acquired from the in-vehicle device 104 to generate information for avoiding congestion in vehicle traffic (hereinafter referred to as recommended information) as described later, and the generated recommendation. Information is transmitted to the vehicle-mounted device 104.

The second server 112 is, for example, a server computer such as a traffic information providing server set in a traffic control center or the like, and has information on the state (lighting color, blinking state) of the signal 116 and traffic information (for example, traffic jam information, accident). Information related to traffic such as information) is provided to the first server 110 via the network 108.

The infrastructure sensor 114 is a device provided with sensors installed on the road and its surroundings, and is, for example, an image sensor (surveillance camera or the like), a radar (millimeter wave radar or the like), or a laser sensor (LiDAR (Light Detection and Ringing)). Etc.) etc. The sensor data transmitted from the infrastructure sensor 114 is received by the first server 110 and the second server 112 via the base station 106 and the network 108. The first server 110 may acquire sensor data that cannot be directly received from the second server 112. The first server 110 uses the analysis result obtained by analyzing the information acquired from the infrastructure sensor 114 and the information acquired from the second server 112 to generate the above recommended information.

[Hardware configuration of in-vehicle device]
FIG. 2 shows an example of the hardware configuration of the in-vehicle device 104 mounted on the vehicle 102. With reference to FIG. 2, the in-vehicle device 104 includes an interface unit (hereinafter referred to as an I / F unit) 122, a memory 124, a communication unit 126, a display unit 128, an operation unit 130, and a control unit to which data is input from the sensor device 120. The unit 132 and the bus 134 are included. In addition to the components shown in FIG. 2, the in-vehicle device 104 also includes configurations necessary for functioning as an in-vehicle device, such as a timer and a power supply device.

The sensor device 120 is a sensor mounted on the vehicle 102. Various sensors are mounted on the vehicle. Among them, the sensor device 120 means a device that can acquire the traffic condition. The sensor device 120 is, for example, an image sensor (CCD (Charge-Coupled Device) camera, CMOS (Complementary Metal-Oxide-Semiconductor) camera, etc.), a laser sensor (LiDAR, etc.), a millimeter-wave radar, or the like. The sensor device 120 detects the target and outputs a predetermined detection signal (analog signal or digital data).

The detection signal from the sensor device 120 is input to the I / F unit 122. The I / F unit 122 includes an A / D conversion unit, and when an analog signal is input, it samples at a predetermined frequency, generates digital data (sensor data), and outputs it to the bus 134. The generated digital data is transmitted to the memory 124 via the bus 134 and stored. Data exchange between the parts constituting the in-vehicle device 104 is performed via the bus 134. If the output signal from the sensor device 120 is digital data, the I / F unit 122 stores the input digital data in the memory 124. The memory 124 is, for example, a rewritable non-volatile semiconductor memory or a hard disk drive (hereinafter referred to as HDD).

The sensor data stored in the memory 124 includes information for specifying the time when the sensor data is acquired (for example, a time stamp, hereinafter referred to as a sensor data acquisition time) and information indicating the position of the vehicle 102 corresponding to the sensor data acquisition time. (Hereinafter referred to as vehicle position) is attached. For example, if the sensor device 120 is an image sensor, the sensor data acquisition time and the vehicle position are added to the sensor data for each frame. The sensor data acquisition time is acquired from the timer, and the vehicle position is acquired from GPS.

The communication unit 126 has a mobile communication function and communicates with the first server 110 via the base station 106 and the network 108. The communication unit 126 includes an IC for modulating and multiplexing the communication method adopted in the base station 106, an antenna for radiating and receiving radio waves of a predetermined frequency, an RF (Radio Frequency) circuit, and the like.

Similar to the car navigation system, the display unit 128 displays the current position of the vehicle 102 and the road map around it by using the road map stored in the memory 124. The display unit 128 is, for example, a liquid crystal display. The operation unit 130 receives an operation from the user and inputs an instruction or the like to the in-vehicle device 104. The operation unit 130 is, for example, a touch panel superimposed on the display surface of the display unit 128. Operations on the keys displayed on the display unit 128 and operations such as selection of a position on the road map displayed on the display unit 128 are detected by the operation unit 130. The display unit 128 and the operation unit 130 allow the user to specify a destination, a waypoint, and the like to search for a travel route. The route information representing the traveling route designated via the display unit 128 and the operation unit 130 is stored in the memory 124 and used for route guidance to the driver (display on the display unit 128, voice guidance, etc.).

The control unit 132 includes a CPU (Central Processing Unit). By controlling each unit by the control unit 132, a mechanism as a car navigation system, an upload function to the first server 110, and the like are realized.

The control unit 132 controls the communication unit 126 to appropriately transmit the position information of the vehicle 102 to the first server 110. Information (ID) that identifies the in-vehicle device 104 that is the transmission source is added to the information transmitted from the in-vehicle device 104 to the first server 110. As a result, the first server 110 can specify the position of the vehicle 102 on which the in-vehicle device 104 is mounted, and calculates a time change (speed of the vehicle 102, etc.) of the position of the vehicle 102 in consideration of information such as the transmission time. can.

The control unit 132 appropriately transmits the sensor data stored in the memory 124 to the first server 110. Further, the control unit 132 appropriately transmits the route information stored in the memory 124 to the first server 110. The first server 110 acquires the route information transmitted from the in-vehicle device 104 and uses it for controlling the traffic flow. The first server 110 transmits recommended information for controlling the traffic flow to the in-vehicle device 104 that satisfies a predetermined condition.

[Server hardware configuration]
With reference to FIG. 3, the first server 110 includes a control unit 140, a memory 142, a communication unit 144, and a bus 146. The second server 112 is also configured in the same manner.

Data transmission between each part is performed via bus 146. The control unit 140 includes, for example, a CPU, controls each unit, and realizes various functions of the first server 110. The communication unit 144 receives information uploaded from the in-vehicle device 104 and the infrastructure sensor 114 via the base station 106 and the network 108. The memory 142 includes a rewritable non-volatile semiconductor memory and a large-capacity storage device such as an HDD. The data received by the communication unit 144 is transmitted to the memory 142 and stored. Road map information is also stored in the memory 142.

In the second server 112, the communication unit receives the sensor data uploaded from the infrastructure sensor 114. The data received by the communication unit is transmitted to the memory and stored as a database. The control unit appropriately reads data from the memory, executes a predetermined analysis process (vehicle detection, etc.), generates information indicating a traffic condition (congestion, traffic jam, accident, etc.), and stores the result in the memory. The control unit appropriately reads the traffic information from the memory and transmits it to the first server 110.

[Server function]
The function of the first server 110 is composed of a plurality of functional modules. With reference to FIG. 4, the first server 110 includes a high level agent (functional module) 150, a plurality of low level agents (functional modules) 152, an input I / F module 154 and an output I / F module 156. Hereinafter, the high level agent 150 is referred to as an HLA (High Level Agent) 150, and the low level agent 152 is referred to as an LLA (Low Level Agent) 152. The input I / F module 154 receives information from the in-vehicle device 104, the infrastructure sensor 114, and the second server 112. The output I / F module 156 transmits information to the in-vehicle device 104. Each module is realized by hardware, software, or a mixture thereof.

The HLA 150 includes a first prediction unit 160, a first recommended information generation unit 162, and a first transmission unit 164. The LLA 152 includes a second prediction unit 166, a second recommended information generation unit 168, and a second transmission unit 170. The first prediction unit 160 and the second prediction unit 166 observe the traffic conditions in the road network (a plurality of roads through which vehicles can pass) included in the area to be controlled, and based on the traffic capacity of each road. Predict the occurrence of congestion. The first recommended information generation unit 162 and the second recommended information generation unit 168 each generate recommended information for bypassing the predicted congestion in the area to be controlled. The first transmission unit 164 and the second transmission unit 170 transmit recommended information to the in-vehicle device of the vehicle traveling on the road in the area to be controlled, respectively, via the output I / F module 156. As will be described later, the control target area of the HLA 150 and the control target area of the LLA 152 overlap. Further, the controlled target regions of the plurality of LLA 152s may also overlap each other at the boundary portion and the like. Therefore, if no coordination is made between the HLA 150 and the plurality of LLA 152s, different recommendations may be transmitted to the same in-vehicle device. To avoid this, information is shared between the HLA150 and the plurality of LLA152s, coordinated in advance, and one recommended information is transmitted to one in-vehicle device within a predetermined period. Is preferable. If the pre-adjustment is not performed, one of the in-vehicle devices that have received the plurality of recommended information within the predetermined period (for example, the last recommended information received) may be selected.

The road network that is the control target of traffic flow is classified into multiple layers in advance. It is assumed that the road network is classified into two levels (high level and low level) according to the traffic capacity of each road. The traffic capacity is the maximum traffic volume of each road, and is determined from, for example, the actually measured traffic volume (the number of vehicles passing per unit time at a certain point on the road (for example, vehicles / hour)).

The traffic volume is determined according to the permitted traveling direction of the vehicle (hereinafter referred to as the direction of the traffic flow), and for a non-one-way road, the traffic volume exists in each of the two opposing traveling directions (2). One traffic). Therefore, the traffic capacity is also set for each traveling direction for non-one-way roads (two traffic capacities).

For example, in a predetermined area on a road map (hereinafter referred to as a controlled area) which is a traffic flow controlled by the first server 110, roads through which vehicles can pass are classified into highways and general roads. Highways mean roads with relatively heavy traffic such as national highways, highways (including urban highways and intercity highways), and bypass roads. A general road means a road other than a main road. The HLA 150 controls the traffic flow on the main road included in the controlled area. The controlled area is divided into a plurality of sub-areas. LLA152 controls the traffic flow on the main roads and general roads included in each sub-region.

An example is shown in FIGS. 5 and 6. FIG. 5 shows a controlled area of the HLA 150. With reference to FIG. 5, thick solid lines represent highways and dotted lines represent general roads. The white line inside the thick line represents, for example, a median strip. One side of the white line may include not only one traveling lane but also a plurality of traveling lanes. Nodes N1 to N4 and N10 to N13 represent intersections on highways. Among them, nodes N1 to N4 represent intersections between highways. The arrows around the node N1 indicate the direction of travel of the vehicle. Nodes N10 to N13 represent intersections between highways and general roads at the boundary portion of the controlled area of HLA150.

The road between nodes is called a link. Link A represents a highway between nodes N1 and N3. Similarly, links B, C, D, E and F are highways between nodes N1 and N2, between nodes N1 and N4, between nodes N2 and N3, between nodes N3 and N4, and between nodes N1 and N10, respectively. Represents. The nodes (intersections) at both ends of each link (road) are the input and output sections of the vehicle to that link. The input unit and the output unit are determined according to the direction of the traffic flow.

With reference to FIG. 6, the control target area of the HLA 150 is divided into sub-regions L1 to L6. Similar to FIG. 5, the thick solid line represents the main road. The general road represented by the dotted line in FIG. 5 is represented by the solid line in FIG. One LLA152 is assigned to each of the sub-regions L1 to L6. The LLA 152 controls the traffic flow for the main roads and general roads included in the corresponding sub-regions. As for general roads, roads between intersections are called links, as with main roads. It should be noted that the present invention is not limited to the case where the road between adjacent intersections is treated as one link. Roads passing through a plurality of intersections may be treated as one link.

[motion]
A case where the HLA 150 and the plurality of LLA 152 shown in FIG. 4 are realized by a program executed by the control unit 140 will be described with reference to FIGS. 7 and 8. The process shown in FIG. 7 is executed by the HLA 150. Specifically, it is realized by the control unit 140 (FIG. 3) of the first server 110 reading a predetermined program from the memory 142 and executing it.

In step 300, the control unit 140 acquires traffic information in the area controlled by the HLA 150 and generates statistical information. As described above, the traffic information includes the result of analyzing the sensor data transmitted from the infrastructure sensor 114 and the in-vehicle device 104, the signal information transmitted from the second server 112, and the like, which represent the traffic situation. It is stored in the memory 142 as statistical information (database). The control unit 140 (HLA150) also stores the information provided by the LLA 152 in the memory 142, as will be described later. The control unit 140 updates the statistical information with new traffic information as appropriate. For example, the control unit 140 measures (calculates) statistical information such as the number of vehicles and the link travel time (time required for the vehicle to pass through the link) for each link on the main road controlled by the HLA 150. After that, control shifts to step 302.

In step 302, the control unit 140 determines (predicts) whether or not congestion will occur for each link within a predetermined time. Congestion, congestion and smoothness are used as terms to describe the state of traffic flow. They are defined, for example, as shown in Table 1. Although the definition in Table 1 distinguishes between congestion and congestion, congestion may be used in the sense of including congestion.

The determination can be made using the statistical information generated in step 300 and stored in the memory 142. For example, if the number of vehicles at the time of congestion is determined as a threshold value from the traffic capacity set in advance for each link, the number of vehicles flowing in and out per unit time for that link, and the threshold value. From, it can be determined whether or not congestion occurs within a predetermined time. From the number of vehicles flowing in and out per unit time, the tendency of increase / decrease of vehicles per unit time at the link and the time change of the number of increase / decrease can be understood. Therefore, when there is an increasing tendency, the time when the threshold value is exceeded can be predicted. If it is determined that congestion will occur within a predetermined time, control shifts to step 304. Otherwise, control proceeds to step 314. In addition to the traffic capacity, the link travel time or the like may be used as the threshold value.

In step 304, the control unit 140 identifies a road (link) predicted to be congested by step 302 and a road (connecting link) related thereto. For example, if congestion is predicted to occur at link A in FIG. 5, link B, link C, and link F are identified as related links. After that, control shifts to step 306.

In step 306, the control unit 140 identifies a vehicle heading for the inflow port of the road (link) predicted to be congested by step 302. For example, when it is predicted that congestion will occur in the upward traffic flow of the link A (FIG. 5), the node N1 becomes the inflow port, and vehicles flow in from the link B, the link C, and the link F. Here, U-turns are prohibited at each node (if node N1 is not U-turn prohibited, a vehicle traveling downward on the link A may also be an inflow vehicle). The control unit 140 is a vehicle that flows into the inflow port (node N1) of the route predicted to be congested within a predetermined time, and is predicted to be congested among the vehicles whose route information is stored in the memory 142. The vehicle-mounted device (ID) of the vehicle in which the route (the route traveling upward on the link A) is included in the untraveled portion (road portion in which the vehicle has not yet traveled) of the route information is specified. After that, control shifts to step 308. As a result, it is possible to suppress the transmission of useless information by the first server 110 (HLA150) and the reception of information that cannot be used by the in-vehicle device 104, and it is possible to efficiently suppress the occurrence of congestion.

In step 308, the control unit 140 calculates the number of vehicles to be distributed to the road (link) predicted to be congested by step 302 and the road (link) bypassing the road (link). The control unit 140 calculates the number of vehicles (including the link A in the route information) flowing into the node N1 for each of the links F, B, and C among the vehicles specified in step 306 (n _F , respectively). Let n _B and n _C ), and let the total value thereof be the total number of inflows n _T (= n _F + n _B + n _C ).

For example, the total number of inflows n _T is evenly distributed to links A, B and C. Further, the distribution may be performed in consideration of the current number of vehicles of links A, B and C. For example, as a result of distribution, the traffic volumes of links A, B, and C are distributed so as to be equal. It may be distributed according to the traffic capacity ratio of each link, that is, in inverse proportion to the traffic capacity ratio. As a result, the vehicles flowing into the link A, which is predicted to be congested, can be dispersed on a plurality of roads.

The vehicle flowing into the node N1 from the link F can be distributed to any of the links A, B and C, but the distribution destination of the vehicle flowing into the node N1 from the link B or C is limited. That is, the vehicle flowing into the node N1 from the link B cannot travel (make a U-turn) on the link B, so that the vehicle is distributed to the link A or C. Since the vehicle flowing into the node N1 from the link C cannot travel on the link C, it is distributed to the link A or B. In calculating the number of units to be distributed to links A, B, and C, it is preferable to distribute them in consideration of this point. For example, first, the vehicle (number n _B ) flowing into the node N1 from the link B and the vehicle (number n _C ) flowing into the node N1 from the link C are distributed to the links A, B, and C, and then the node from the link F. The vehicles (number n _F ) flowing into N1 may be distributed to links A, B, and C. When the calculation of the number of vehicles to be distributed is completed, the control shifts to step 310.

In step 310, the control unit 140 transmits the corresponding recommended information to the in-vehicle device having the ID specified in step 306 according to the number of vehicles to be distributed to each link determined in step 308. For example, when the total number of inflows is evenly distributed to the links A, B, and C, the control unit 140 determines the ID of the vehicle (including the link A in the route information) traveling the link F toward the node N1 (inflow port). For the in-vehicle device (specified by step 306), the recommended information for recommending the running of the link A, the recommended information for recommending the running of the link B, and the recommended information for recommending the running of the link C are repeated in the order in which the vehicle is closer to the node N1. Send. The recommended information for driving on the link B may be information for recommending changing lanes and turning left. The recommended information for driving on the link C may be information for recommending changing lanes and turning right. This makes it possible to provide information suitable for each in-vehicle device among the information for suppressing the occurrence of congestion. Further, as described above, it is possible to suppress the transmission of useless information by the first server 110 (HLA150) and the reception of information that cannot be used by the in-vehicle device 104, and it is possible to efficiently suppress the occurrence of congestion.

Even if the number of units distributed to links A, B and C is different, each recommended information can be transmitted according to the ratio of each number. Since the target for transmitting the recommended information includes the link A in the route information, it is not necessary to transmit the recommended information (recommended information for recommending the running of the link A) to the in-vehicle device of the vehicle assigned to the link A. .. When the transmission of the recommendation information is completed, the control shifts to step 312.

In step 312, the control unit 140 provides information to the LLA 152. For example, the number of vehicles (sending recommended information) distributed to each of links A, B, and C is provided to LLA152. Information provision from the HLA 150 to the LLA 152 is performed, for example, via the memory 142. The information provided to LLA152 can be used to control traffic flow by LLA152. After that, control shifts to step 314.

In step 314, the control unit 140 determines whether or not an instruction to end this program has been received. The end instruction is given by an instruction by an operation unit (keyboard, mouse, etc.) of the first server 110, turning off the power of the first server 110, and the like. If it is determined that the instruction to end has been received, this program will be terminated. Otherwise, control returns to step 300 and repeats the above process.

From the above, it is possible to recommend a rough route for distributing the traffic flow on the main road to the in-vehicle device of the vehicle traveling on the main road. That is, the HLA 150 is for avoiding congestion for vehicles that may cause congestion so that congestion does not occur when it is predicted that congestion will occur on the main road under the current traffic flow. Information (recommended information) can be sent and traffic flow can be controlled so that congestion does not occur. The in-vehicle device 104 that received the recommended information from the first server 110 displays a message based on the recommended information on the display unit 128 (for example, "Road A is expected to be congested. If the road B is driven, the destination can be reached quickly." If you show "I will arrive"), you can expect the driver who sees it to change the route to link B (road B).

The process shown in FIG. 8 is executed by LLA152. Specifically, it is realized by the control unit 140 (FIG. 3) of the first server 110 reading a predetermined program from the memory 142 and executing it. The road to be controlled by LLA152 is a road included in any one of the sub-regions L1 to L6. Here, the road included in the sub-region L5 is controlled by the LLA 152.

In step 400, the control unit 140 acquires traffic information in the area (sub-area L5) controlled by the LLA 152 and generates statistical information. This is the same process as in step 300 above. However, the control target is the road network included in the sub-region L5, and not only the main road but also the general road is also the control target. Further, as the information of traffic participants included in the statistical information, not only the information of vehicles but also the information of pedestrians is included.

That is, the control unit 140 acquires sensor data from the infrastructure sensors 114 installed at intersections, general roads, and highways included in the sub-region L5. For example, the control unit 140 measures (calculates) statistical information such as the number of vehicles and the link travel time for intersections (nodes), highways, and general roads (links) included in the sub-region L5 controlled by the LLA 152. .. In addition, the control unit 140 detects a pedestrian from an image captured by the camera, calculates its position, moving direction, moving speed, and the like, and stores it as statistical information. The control unit 140 acquires sensor data, position information, and route information from the in-vehicle device of the vehicle located in the sub area L5, and stores the sensor data, the position information, and the route information in the memory 142 as a database.

The control unit 140 (LLA152) also stores the information provided by the process of step 312 by the HLA 150 in the memory 142 as statistical information. For example, when the HLA150 predicts the occurrence of congestion on a highway, information about it (predicted position, predicted time, etc.) is effectively used for controlling traffic flow in a sub-region including the predicted position (main road). obtain. The control unit 140 updates the statistical information with new traffic information as appropriate. After that, control shifts to step 402.

In step 402, the control unit 140 determines (predicts) whether or not congestion will occur for each link within a predetermined time. The control unit 140 extracts the information of the traffic condition before the occurrence of congestion (or congestion) from the statistical information of the past traffic condition (in the sub area L5) stored in the database as described above, and extracts the information of the traffic condition before the occurrence of congestion (or congestion). Machine learning (for example, deep learning) is performed in advance using this to generate a determination program. The control unit 140 inputs the sequentially updated traffic condition information into the determination program, and causes the determination unit 140 to determine whether or not congestion occurs within a predetermined time. If it is determined that congestion will occur within a predetermined time, control shifts to step 404. Otherwise, control proceeds to step 416.

In step 404, the control unit 140 identifies a road (link) predicted to be congested by step 402 and a road (connecting link) related thereto. This is the same process as in step 304 above. However, the main roads and general roads included in the sub-region L5 are the control targets. After that, control shifts to step 406.

In step 406, the control unit 140 identifies a vehicle heading for the inflow port of the road (link) predicted to be congested by step 402. This is the same process as in step 304 above. However, the main roads and general roads included in the sub-region L5 are the control targets. The control unit 140 is a vehicle that flows into the inlet of a route predicted to be congested within a predetermined time, and among the vehicles whose route information is stored in the memory 142, the route predicted to be congested is the route information. Identify the vehicle-mounted device (ID) of the vehicle included in. After that, control shifts to step 408. As a result, it is possible to suppress the transmission of useless information by the first server 110 (LLA152) and the reception of information that cannot be used by the in-vehicle device 104, and it is possible to efficiently suppress the occurrence of congestion.

In step 408, the control unit 140 calculates the number of vehicles to be distributed to the road (link) predicted to be congested by step 402 and the road (link) that bypasses it. This is the same process as in step 308 above. However, the main roads and general roads included in the sub-region L5 are the control targets.

In step 410, the control unit 140 transmits the corresponding recommended information to the in-vehicle device having the ID specified in step 406 according to the number of vehicles to be distributed to each link determined in step 408. This is the same process as in step 310 above. However, the main roads and general roads included in the sub-region L5 are the control targets. After that, control shifts to step 412.

In step 412, the control unit 140 identifies a vehicle that has already entered the link predicted to cause congestion (a vehicle traveling on the link), and transmits recommended information to the vehicle. After that, control shifts to step 414. The recommended information is, for example, a message recommending that you turn right or left at the next intersection and follow the detour route.

The process of step 412 will be specifically described with reference to FIG. FIG. 9 shows the traffic conditions of the intersection corresponding to the node N22 of FIG. 6 and its surroundings. With reference to FIGS. 6 and 9, LLA152 manages the main road between nodes N20 and N24, the general road between nodes N21 and N22, and the general road between nodes N22 and N23 as links G, H and J, respectively. However, it is a control target. In FIG. 9, it is assumed that the pedestrian traffic light 202 and the

vehicle traffic lights

206 and 210 that control the vertical traffic are blue. It is assumed that the pedestrian traffic light 204 and the

vehicle traffic lights

208 and 212 that control the traffic in the left-right direction are red. The moving vehicle is marked with an arrow indicating the direction of travel. Vehicles not marked with an arrow are stopped. Infrastructure sensors (not shown in FIG. 9) are arranged at intersections and roads, and the infrastructure sensors upload sensor data to the first server 110. The

vehicles

180, 192, 194 and the like are equipped with sensors, and the sensor data detected by the sensors is uploaded to the first server 110. The first server 110 uses the sensor data received from the

vehicles

180, 192, 194, etc., and the infrastructure sensor to detect the traffic condition at the intersection.

It is assumed that congestion is predicted to occur at a point on the link G near the node N20 (the road portion 172 indicated by the rectangular alternate long and short dash line in FIG. 6) by the determination process in step 402. As a result, the processes of steps 404 to 410 are executed. That is, after the sorting process is executed for the vehicles that have not flowed into the link G, the recommended information according to the sorting is transmitted to the in-vehicle device of the vehicles to be sorted.

On the other hand, step 412 targets a vehicle that is already traveling on the link G. The control unit 140 distributes vehicles at the node N22 in front of the road portion (hereinafter referred to as the congestion portion) 172 in which the occurrence of congestion is predicted. If the vehicle passes through the node N22 and goes straight upward, it reaches the congested portion 172. Therefore, the control unit 140 makes a left turn or a right turn on some of the vehicles that are going straight upward in front of the node N22. Send recommendations. That is, the control unit 140 identifies the vehicles that reach the node N22 within a predetermined time, calculates the total number thereof, and specifies the in-vehicle device of the vehicle that distributes the vehicle to go straight, turn left, and turn right in the same manner as described above. The control unit 140 transmits the corresponding recommended information to the identified vehicle. This makes it possible to provide information suitable for each in-vehicle device among the information for suppressing the occurrence of congestion.

For example, in FIG. 9, recommended information for advancing a left turn at node N22 is transmitted to the in-vehicle device of vehicle 184, and recommended information for advancing a right turn at node N22 is transmitted to the in-vehicle device of vehicle 186. As a result, the in-vehicle device of the vehicle 184 that received the recommended information presents the message, for example, "If you go straight, it is expected to be crowded. If you turn left at the next intersection and detour, you will arrive at your destination sooner." do. Upon receiving the recommendation information, the in-vehicle device of the vehicle 186 presents a message, for example, "If you go straight, it is expected to be crowded. If you turn right at the next intersection and detour, you will arrive at your destination sooner." When the driver changes the traveling direction of the vehicle according to the message, a part of the vehicle traveling straight can be dispersed in the left-right direction, and the occurrence of congestion can be avoided.

Further, in step 412, the control unit 140 mediates within the intersection. That is, the control unit 140 transmits information for safe and smooth traveling to the in-vehicle device of the vehicle turning left or right at the intersection. With reference to FIG. 9, it is assumed that the vehicle 182 is a vehicle approaching an intersection after receiving a message from the vehicle-mounted device that has received the recommendation information for turning right, changing lanes to the right turn lane, as described above. In the opposite lane of vehicle 182 in the direction of travel,

vehicles

188 and 190 are about to enter the intersection and pedestrian 220 is starting to cross the pedestrian crossing. The traveling direction of the vehicle 182 turning right intersects the traveling direction of the

vehicles

188 and 190 and the traveling direction of the pedestrian 220. The control unit 140 can detect such a traffic condition from the sensor data, the position information of each vehicle, and the like. The control unit 140 determines the priority of progress of the vehicle 182, the vehicle 188, the vehicle 190, and the pedestrian 220 in consideration of the traffic rules (pedestrian priority, straight-ahead vehicle priority, etc.), and provides information according to the priorities (hereinafter,). , Called arbitration information) is transmitted to the vehicle 182. The arbitration information is, for example, data having a set of {priority (numerical value), target (text), property (text), number (numerical value)}. For example, the control unit 140 sets the priority so that the priority decreases in the order of the vehicle 188, the vehicle 190, the pedestrian 220, and the vehicle 182. The control unit 140 generates, for example, {2, vehicle, straight ahead, 2,1, pedestrian, crossing, 1} as arbitration information to be transmitted to the vehicle 182 (priority is a relative value, and the value is large). The higher the priority).

The in-vehicle device that received the arbitration information presents, for example, the message "Please turn right after two oncoming vehicles going straight have passed. Be careful of pedestrians crossing." If the oncoming

vehicles

188 and 190 are located far from the intersection, the control unit 140 sets the priority so that the priority is lowered in the order of the pedestrian 220, the vehicle 182, the vehicle 188, and the vehicle 190. The control unit 140 generates, for example, {1, pedestrian, crossing, 1} as arbitration information to be transmitted to the vehicle 182. The in-vehicle device that receives this arbitration information presents, for example, the message "Be careful of pedestrians crossing." Therefore, a safe and smooth traffic flow can be realized.

In step 414, the control unit 140 provides information to the HLA 150. For example, if the main road is included in the distribution target, the number of vehicles (that is, the expected number of inflows) distributed to the main road (that is, the expected number of inflows) is provided to the HLA 150. In addition, if a traffic obstruction factor (accident vehicle, broken vehicle, etc.) has occurred, the LLA 152 also provides the HLA 150 with information on it. Information provision from the LLA 152 to the HLA 150 is performed, for example, via the memory 142. The information provided to the HLA 150 can be used to control the traffic flow by the HLA 150. After that, control shifts to step 416.

In step 416, the control unit 140 determines whether or not an instruction to end this program has been received. The end instruction is given by an instruction by an operation unit (keyboard, mouse, etc.) of the first server 110, turning off the power of the first server 110, and the like. If it is determined that the instruction to end has been received, this program will be terminated. Otherwise, control returns to step 400 and repeats the above process.

Based on the above, it is possible to recommend routes that disperse traffic flows using real-time traffic information for intersections, highways, and general roads in sub-regions. That is, the LLA152 avoids congestion for vehicles that may cause congestion so that congestion does not occur when it is predicted that congestion will occur on the roads in the sub-region under the current traffic flow. You can send information (recommended information) to control the traffic flow so that congestion does not occur. If the in-vehicle device 104 that has received the recommended information from the first server 110 presents a message based on the recommended information on the display unit 128, the driver who sees the message travels on a detour route of the route predicted to cause congestion. You can expect to change course so that you can.

In this way, by classifying roads into multiple categories (high level and low level) according to traffic capacity and predicting congestion by targeting roads belonging to each category as management targets, it is possible to efficiently suppress the occurrence of congestion. The traffic flow can be changed.

As mentioned above, HLA150 and LLA152 exchange information with each other. For example, from HLA150, the number of vehicles distributed (transmitted recommended information) to each of links A, B, and C is provided to LLA152 (see step 312). However, even if the information on the number of distributed vehicles is exchanged, different recommended information may be transmitted from the HLA 150 and the LLA 152 to the same in-vehicle device as described above. To avoid this, the ID of the in-vehicle device that has transmitted the recommended information may be exchanged between the HLA 150 and the LLA 152. For example, if the ID of the in-vehicle device to which the HLA 150 has transmitted the recommended information is provided from the HLA 150 to the LLA 152, the LLA 152 can transmit the recommended information to the in-vehicle device having an ID other than the ID provided by the HLA 150 in step 410. As a result, it is possible to avoid transmitting different recommended information to the same in-vehicle device. In FIG. 6, the boundaries of the sub-regions L1 to L6 are defined so as not to include the same link (road), but the sub-regions L1 to L6 are part of each other (for example, adjacent boundary portions). May overlap. Therefore, it is preferable to exchange traffic information (including the ID of the in-vehicle device that has transmitted the recommended information) by communicating between the LLA 152s that control adjacent sub-regions. As a result, it is possible to avoid transmitting different recommended information to the same in-vehicle device. If the IDs of the in-vehicle devices to which the recommended information is transmitted are not exchanged, the in-vehicle device that has received the plurality of recommended information within a predetermined period may select any one of the recommended information as described above.

The control target area of the LLA 152 is narrower than the control target area of the HLA 150, and the LLA 152 can transmit highly recommended recommended information based on real-time traffic conditions. Therefore, when different recommended information is transmitted from the HLA 150 and the LLA 152 to the same in-vehicle device, the in-vehicle device may be able to select the recommended information with a high degree of recommendation. For example, when the LLA152 receives the ID of the in-vehicle device to which the HLA150 has transmitted the recommended information from the HLA150 as described above, the LLA152 has a higher degree of recommendation than the recommended information from the HLA150 to the in-vehicle device having the same ID as the received ID. The recommended information is transmitted by adding the predetermined information indicating that. As a result, the in-vehicle device that has received the plurality of recommended information within the predetermined period can select the recommended information from the LLA 152, which has a high degree of recommendation, based on the presence or absence of the predetermined information.

In the above, the case where the process of predicting the occurrence of congestion is executed by the machine-learned judgment program has been described, but the present invention is not limited to this. For example, the control unit 140 may execute the same process as in step 302 described above. However, the main roads and general roads included in the sub-region L5 are the control targets.

Further, the control unit 140 determines a value obtained by subtracting the outflow amount from the inflow amount with respect to the inflow / outflow amount of the number of vehicles in a specific area (for example, an area including about 1 to 10 adjacent intersections) within a certain period of time. The occurrence of congestion may be predicted by determining whether or not it is larger than the threshold value (inflow amount-outflow amount> threshold value). If it is larger than the threshold value, it can be determined that congestion will occur at the roads and intersections included in the specific area. The threshold value may be changed according to the lighting state (lighting color, blinking state or not, etc.) of the traffic light included in the specific area. As a result, it is possible to appropriately predict the occurrence of congestion according to the ever-changing traffic conditions.

Traffic flow obstruction factors that can cause congestion are not limited to the inflow of vehicles to a specific road, but the situation where the waiting time for turning right at an intersection on a road with one lane on each side is long, and the loading and unloading of parked vehicles (passengers and luggage, etc.) Etc.), There are lane restrictions due to accident vehicles, broken vehicles, construction sites, and road construction. HLA150 and LLA152 can predict the occurrence of congestion more accurately by considering these traffic flow obstructing factors.

In the above, the case where the information for instructing the change of the driving lane is used as the recommended information for the in-vehicle device has been described, but the present invention is not limited to this. For example, the recommended vehicle speed (speed smaller than the current speed of the vehicle) may be transmitted as recommended information. If the vehicle speed is reduced, the time required to reach the point where the occurrence of congestion is predicted becomes longer, so that the occurrence of congestion can be suppressed.

Also, the route to avoid the congested part may be transmitted to the in-vehicle device as recommended information. If the vehicle turns right or left and deviates from the driving route while the driving route is registered, the in-vehicle device (car navigation system) automatically searches for a new driving route and the original road (including the congested part). You may be guided to follow the route back to the link). If a route for avoiding the congested portion is transmitted to the in-vehicle device, the in-vehicle device can determine a new traveling route using the received route. As a result, it is possible to avoid being guided to return to the original road (link including a congested part), and it is possible to control the traffic flow more reliably.

In addition, the first server 110 scores points in advance for each area such as an intersection, and calculates costs (distance cost and time cost) with respect to the registered traveling route and the route avoiding the congestion occurrence point. Then, recommended information including the result of comparing them may be transmitted to the in-vehicle device. As a result, the in-vehicle device can present a message such as "If you drive on a route that avoids expected congestion, it will be a detour, but it can be shortened by about ** minutes compared to the current route." The driver can select the route with confidence in consideration of the presented message.

In addition, it may be necessary to change lanes to turn right or left, and if an unreasonable interruption occurs, new traffic flow obstruction such as a contact accident may occur. Therefore, it is preferable that the HLA 150 and the LLA 152 determine whether or not the vehicle to which the recommended information is transmitted is accompanied by a lane change when following the recommendation. When it is determined that the lane change is involved, the HLA150 and LLA152 detect the situation of the vehicles around the vehicle, and when it is determined that the lane change is not unreasonable, the recommended information is transmitted. If it is determined that the lane change will be unreasonable, the recommended information will not be sent or will be sent at a different timing. As a result, the traffic flow can be safely controlled without causing new traffic flow obstruction.

In the above, the case where the road network is classified into two layers according to the traffic capacity has been described, but the case is not limited to this. It may be classified into three or more layers. For example, an intermediate layer may be provided between the high level and the low level, and a module for controlling the traffic flow may be added by targeting the roads included in the intermediate layer. As a result, the processing load of each module can be reduced, and the occurrence of congestion or congestion can be predicted more quickly and more accurately.

In the above, the case of controlling the traffic flow at the stage where congestion is predicted before the congestion occurs has been explained, but the present invention is not limited to this. For example, the traffic flow may be controlled at the stage when the traffic congestion is predicted. That is, in the above description, "congestion" may be interpreted to include "traffic jam". Further, the traffic flow may be controlled at the stage when the occurrence of congestion is actually detected. It is possible to control the traffic flow and suppress the occurrence of traffic congestion before it becomes congested.

In the above, the case where the traffic flow control system 100 includes the first server 110 and the in-vehicle device 104 and transmits the support information from the first server 110 to the in-vehicle device 104 has been described, but the present invention is not limited to this. A traffic flow control system may be configured by a plurality of in-vehicle devices without including the first server 110.

In the above, the in-vehicle device has described the case where a message is generated from the received recommended information and presented, but the present invention is not limited to this. If it is an in-vehicle device of a vehicle having an automatic driving function, the vehicle may be driven so as to avoid a congestion prediction point by instructing the automatic driving control device according to the received recommended information.

As mentioned above, each module can be realized by hardware, software, or a mixture thereof. To realize using hardware, an ASIC (Application Specific Integrated Circuit) or the like that executes a part or all of the processes executed by the HLA 150 and the LLA 152 (for example, the processes shown in FIGS. 7 and 8) can be used. good.

In the above, the case where the first server 110 includes the HLA 150 and a plurality of LLA 152 has been described, but the present invention is not limited to this. The configuration in which the HLA 150 and the plurality of LLA 152 are realized by a plurality of computers is arbitrary. For example, each of the HLA 150 and the plurality of LLA 152 may be realized by one computer. The HLA 150 may be realized by one computer, and a plurality of LLA 152 may be realized by another one computer. Further, a part of the plurality of LLA 152 may be realized by one computer. In this way, by distributing the functions for each layer to a plurality of computers, it is possible to efficiently change the traffic flow.

In addition, a recording medium (optical disk (DVD (Digital Versail Disc), etc.)) on which a program for causing a computer to execute the processes executed by the HLA 150 and LLA 152 (for example, the processes shown in FIGS. 7 and 8) is recorded, and a removable semiconductor memory. (USB (Universal Serial Bus) memory, etc.), etc.) can be provided. A computer program can be transmitted over a communication line, but the recording medium means a non-temporary recording medium. By having the computer read the program stored in the recording medium, the computer can execute the control of the traffic flow as described above.

Although the present disclosure has been described above by explaining the embodiments, the above-described embodiments are examples, and the present disclosure is not limited to the above-described embodiments. The scope of the present disclosure is indicated by each claim of the claims, taking into consideration the description of the detailed description of the invention, and includes all changes within the meaning and scope equivalent to the wording described therein. ..

100 Traffic

flow control system

102, 180, 182, 184, 186, 188, 190, 192, 194 Vehicle 104 In-vehicle device 106 Base station 108 Network 110 First server 112 Second server 114 Infrastructure sensor 116 Traffic light 120 Sensor device 122 I /

F unit

124, 142

Memory

126, 144 Communication unit 128 Display unit 130

Operation unit

132, 140

Control unit

134, 146 Bus 150 HLA (High level agent)
152 LLA (Low Level Agent)
154 Input I / F module 156 Output I / F module 160 1st prediction unit 162 1st recommended information generation unit 164 1st transmission unit 166 2nd prediction unit 168 2nd recommended information generation unit 170 2nd transmission unit 172 Congested part ( Road part)
200, 220

Pedestrian

202, 204

Pedestrian traffic light

206, 208, 210, 212

Vehicle traffic light

300, 302, 304, 306, 308, 310, 312, 314, 400, 402, 404, 406, 408, 410, 412, 414, 416 Steps N1, N2, N3, N4, N10, N11, N12, N13, N20, N21, N22, N23, N24 Nodes A, B, C, D, E, F, G, H, J links L1, L2, L3, L4, L5, L6 subregion

Claims

With multiple in-vehicle devices
Including a control device that controls a traffic flow in a road network based on information transmitted from the plurality of in-vehicle devices.
The control device is
Among the roads included in the first area of the road network, the first management unit that manages the traffic flow of the main road and
A second management unit that corresponds to each of the plurality of second regions constituting the first region and manages the traffic flow of the road included in the second region is included.
The first management unit
A first prediction unit that predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and
In response to the prediction of the occurrence of congestion by the first prediction unit, the first recommended information for avoiding the congestion predicted by the first prediction unit is the first recommended information for which the occurrence of congestion is predicted. Including a first transmission unit that transmits to an in-vehicle device of a vehicle traveling on the main road toward a congested portion.
The second management unit
A second prediction unit that predicts the occurrence of congestion on the roads included in the second region based on the traffic capacity of the roads included in the second region.
In response to the prediction of the occurrence of congestion by the second prediction unit, the second recommended information for avoiding the congestion predicted by the second prediction unit is the second recommended information for which the occurrence of the congestion is predicted. Including a second transmission unit that transmits to an in-vehicle device of a vehicle traveling on a road included in the second region toward a congested portion.
A traffic flow control system in which each of the plurality of vehicle-mounted devices presents information that recommends traveling on a route based on either the received first recommended information or the second recommended information.
The first recommended information includes at least one of information on a route bypassing the first congested portion, information on recommended lanes, and information on recommended traveling speed.
The traffic flow according to claim 1, wherein the second recommended information includes at least one of information on a route bypassing the second congested portion, information on recommended lanes, and information on recommended traveling speed. Control system.
The information transmitted from the in-vehicle device includes information indicating the position and traveling route of the vehicle on which the in-vehicle device is mounted.
The first transmission unit determines an in-vehicle device including the first congested portion in a non-traveling portion of the traveling route as a transmission destination of the first recommended information.
The traffic flow according to claim 1 or 2, wherein the second transmission unit determines an in-vehicle device including the second congested portion in a non-traveling portion of the traveling route as a transmission destination of the second recommended information. Control system.
The first transmission unit transmits the first recommended information to the in-vehicle device of the vehicle, which is presumed to reach the inflow port toward the first congested portion within a predetermined time.
The traffic flow control system according to any one of claims 1 to 3, wherein the inflow port is an intersection on the main road.
The first recommended information is information for recommending traveling on a detour road that bypasses the first congested portion.
The first transmission unit is an in-vehicle device to which the first recommended information is transmitted according to the ratio of the traffic capacity of the road from the inflow port to the first congested portion and the traffic capacity of the detour road. The traffic flow control system according to claim 4, wherein the number of vehicles is determined.
The second prediction unit
The movements of vehicles and pedestrians in the intersection included in the second area and the area around the intersection are detected.
With respect to the detected vehicle and the pedestrian and the vehicle equipped with the in-vehicle device to which the second recommended information is transmitted, the priority of progress at the intersection is determined.
The traffic flow according to any one of claims 1 to 5, wherein the second transmission unit transmits information according to the priority to the in-vehicle device to which the second recommended information is transmitted. Control system.
The second prediction unit is a value obtained by subtracting the outflow amount per unit time from the inflow amount per unit time with respect to the inflow / outflow amount of the number of vehicles in a predetermined area including a plurality of intersections included in the second area. Predicts congestion based on whether is greater than the threshold
The traffic flow control system according to any one of claims 1 to 6, wherein the threshold value is changed according to a state of a traffic light included in the predetermined area.
The traffic flow control system according to any one of claims 1 to 7, wherein the control device includes a computer including the first management unit and a plurality of computers including the second management unit. ..
A traffic flow control device that controls traffic flow in a road network based on information transmitted from a plurality of in-vehicle devices.
Among the roads included in the first area of the road network, the first management unit that manages the traffic flow of the main road and
A second management unit that corresponds to each of the plurality of second regions constituting the first region and manages the traffic flow of the road included in the second region is included.
The first management unit
A first prediction unit that predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and
In response to the prediction of the occurrence of congestion by the first prediction unit, the first recommended information for avoiding the congestion predicted by the first prediction unit is the first recommended information for which the occurrence of congestion is predicted. Including a first transmission unit that transmits to an in-vehicle device of a vehicle traveling on the main road toward a congested portion.
The second management unit
A second prediction unit that predicts the occurrence of congestion on the roads included in the second region based on the traffic capacity of the roads included in the second region.
In response to the fact that the occurrence of congestion is predicted by the second prediction unit, the second recommended information for avoiding the congestion predicted by the second prediction unit is the second recommended information for which the occurrence of the congestion is predicted. A traffic flow control device including a second transmission unit that transmits to an in-vehicle device of a vehicle traveling on a road included in the second region toward a congested portion.
It is a traffic flow control method that controls the traffic flow in the road network based on the information transmitted from a plurality of in-vehicle devices.
Among the roads included in the first area of the road network, the first management step for managing the traffic flow of the main road and
A second management step corresponding to each of the plurality of second regions constituting the first region and managing the traffic flow of the road included in the second region is included.
The first management step is
The first prediction step of predicting the occurrence of congestion on the main road based on the traffic capacity of the main road, and
In response to the fact that the occurrence of congestion is predicted by the first prediction step, the first recommended information for avoiding the congestion predicted by the first prediction step is the first that the occurrence of the congestion is predicted. Including a first transmission step of transmitting to the in-vehicle device of the vehicle traveling on the main road toward the congested portion.
The second management step is
A second prediction step of predicting the occurrence of congestion on a road included in the second region based on the traffic capacity of the road included in the second region.
In response to the fact that the occurrence of congestion is predicted by the second prediction step, the second recommended information for avoiding the congestion predicted by the second prediction step is the second recommended information for which the occurrence of the congestion is predicted. A traffic flow control method including a second transmission step of transmitting to an in-vehicle device of a vehicle traveling on a road included in the second region toward a congested portion.
A computer program that controls traffic flow in a road network based on information transmitted from multiple in-vehicle devices.
On the computer
Among the roads included in the first area of the road network, the first management function for managing the traffic flow of the main road and
It corresponds to each of the plurality of second regions constituting the first region, and realizes a second management function for managing the traffic flow of the road included in the second region.
The first management function is
The first prediction function that predicts the occurrence of congestion on the main road based on the traffic capacity of the main road, and
In response to the fact that the occurrence of congestion is predicted by the first prediction function, the first recommended information for avoiding the congestion predicted by the first prediction function is the first that the occurrence of the congestion is predicted. Includes a first transmission function that transmits to the in-vehicle device of the vehicle traveling on the main road toward the congested portion.
The second management function is
A second prediction function that predicts the occurrence of congestion on the roads included in the second area based on the traffic capacity of the roads included in the second area.
In response to the fact that the occurrence of congestion is predicted by the second prediction function, the second recommended information for avoiding the congestion predicted by the second prediction function is the second recommended information for which the occurrence of the congestion is predicted. A computer program including a second transmission function of transmitting to an in-vehicle device of a vehicle traveling on a road included in the second region toward a congested portion.