JP6314739B2 - Signal control parameter calculation device - Google Patents

Description

  The present invention relates to a signal control parameter calculation device.

  Conventionally, as a signal control parameter calculation device, for example, there is a technique described in Patent Document 1. In the technique described in Patent Document 1, the traffic volume and occupancy rate (result of traffic survey) obtained from a vehicle detector installed above the road is used to control the lighting parameters of the traffic light (hereinafter referred to as “signal”). Control parameter "). Then, the lighting state of the traffic light is controlled according to the calculated signal control parameter. Thereby, smooth traffic flow is realizable.

JP 2012-32866 A

However, in the technique described in Patent Document 1, when the calculated signal control parameter does not match the actual traffic flow, it is necessary to conduct a traffic volume survey again in order to review the control parameter. Therefore, it may take a lot of labor (cost, time).
This invention pays attention to the above points, and makes it a subject to provide the signal control parameter calculating device which can reduce the effort required for the calculation of the control parameter of the lighting state of a traffic light.

  In order to solve the above problem, in one aspect of the present invention, traveling state information representing a traveling state of a vehicle is acquired from an in-vehicle device. Subsequently, using the acquired traveling state information, from the time required for actually traveling the target section that is a road section between the selected target traffic signal and the traffic signal upstream of the traffic signal adjacent to the target traffic signal. A delay time, which is a subtraction result obtained by subtracting a time estimated to be required when traveling at a predetermined set speed, is calculated. Subsequently, the control parameter of the lighting state of the target traffic light is calculated using the calculated delay time.

  In one aspect of the present invention, the delay time is calculated based on the traveling state information acquired from the in-vehicle device, and the control parameter of the lighting state of the target traffic light is calculated based on the calculated delay time. Therefore, for example, compared with the method of calculating the control parameter of the lighting state of the traffic light based on the traffic volume survey, it is possible to reduce the labor required for calculating the control parameter of the lighting state of the traffic light.

1 is a conceptual diagram illustrating a schematic configuration of a signal control parameter calculation system 1 according to an embodiment. It is a figure for demonstrating map information. It is a figure for demonstrating the setting method of a cycle. It is a figure for demonstrating the setting method of a split. It is a figure for demonstrating the setting method of an offset. It is a flowchart showing a signal control parameter calculation process.

Next, embodiments of the present invention will be described with reference to the drawings.
In the present embodiment, the present invention is applied to a signal control parameter calculation system 1.
(Constitution)
As shown in FIG. 1, the signal control parameter calculation system 1 includes an in-vehicle device 3 mounted on a plurality of vehicles 2 and a signal control parameter calculation device 5 included in a traffic control center 4. The in-vehicle device 3 and the signal control parameter calculation device 5 transmit and receive information via a communication path.

(Configuration of in-vehicle device 3)
The in-vehicle device 3 includes a traveling state information detection unit 6, a storage unit 7, and a transmission unit 8.
The traveling state information detection unit 6 acquires information representing the traveling state of the vehicle 2 (hereinafter also referred to as “running state information”) detected by various sensors (not shown) provided in the vehicle 2. Examples of the running state information include the current position of the vehicle 2 and the vehicle speed. The traveling state information is acquired, for example, at predetermined time intervals (for example, every 6 seconds). Then, the traveling state information detection unit 6 outputs the acquired traveling state information to the storage unit 7.

The storage unit 7 acquires travel state information from the travel state information detection unit 6. And the memory | storage part 7 links | relates and memorize | stores vehicle ID of the vehicle 2 with the acquired driving state information. As the vehicle ID, for example, there is an identification code that makes it possible to uniquely identify the vehicle 2.
The transmission unit 8 acquires the traveling state information stored in the storage unit 7. Then, the transmission unit 8 transmits the acquired traveling state information to the signal control parameter calculation device 5. For example, when the optical beacon and peripheral devices of the optical beacon are used as communication paths, the traveling state information is transmitted every time the vehicle C enters the communication zone of the optical beacon projector.

(Configuration of Signal Control Parameter Calculation Device 5)
The signal control parameter calculation device 5 includes a traveling state information acquisition unit 9, a traveling state information storage unit 10, a map information storage unit 11, a delay time calculation unit 12, an intersection road side delay time calculation unit 13, a second A lane side delay time calculation unit 14, a control parameter calculation unit 15, and a control parameter presentation unit 16 are provided.

The traveling state information acquisition unit 9 acquires (receives) traveling state information (current position, vehicle speed, and vehicle ID of the vehicle 2) from each of the in-vehicle devices 3 of the plurality of vehicles 2. Then, the traveling state information acquisition unit 9 outputs the acquired traveling state information to the traveling state information storage unit 10.
The traveling state information storage unit 10 acquires traveling state information from the traveling state information acquisition unit 9. The traveling state information storage unit 10 stores the acquired traveling state information. Thereby, the traveling state information storage unit 10 accumulates traveling state information of the plurality of vehicles 2.
The map information storage unit 11 stores predetermined map information. As map information, for example, as shown in FIG. 2, the position of a plurality of traffic lights 17, the position of a small section (hereinafter also referred to as “road section”) sandwiched between two adjacent traffic lights 17, There is a legal speed.

  The delay time calculation unit 12 selects a signal device (hereinafter also referred to as “target signal device”) 18 for setting a signal control parameter from the plurality of signal devices 17. Examples of signal control parameters include cycle, split, and offset. Here, as a cycle, there is a time for the lighting state (blue → yellow → red) of the signal lamp of the target traffic light 18 to make a round. Further, as the split, for example, there is a ratio (total time / cycle) of the total time for which the target traffic light 18 lights the blue signal and the yellow light with respect to the cycle of the target traffic light 18. Furthermore, as an offset, for example, after the start of lighting of the blue light in the traffic light 17 on the upstream side of the traffic flow of the first lane (described later) among the traffic lights 17 adjacent to the target traffic light 18, the lighting of the blue signal in the target traffic light 18 is started. There is time to start. At that time, the delay time calculation unit 12 also selects the day of the week / time (hereinafter also referred to as “target date / time”) for setting the signal control parameter.

  Subsequently, the delay time calculation unit 12 uses the traveling state information stored in the traveling state information storage unit 10 to connect the selected target traffic signal 18 and the traffic signal upstream side traffic signal 17 adjacent to the target traffic signal 18. A time (hereinafter also referred to as “target section actual travel time”) required for actually traveling on the road section between them (hereinafter also referred to as “target section”) is calculated. The delay time calculation unit 12 calculates the actual travel time of the target section of the target date and time. In addition, when there are a plurality of travel state information groups of the vehicle C that has traveled in the target section, the delay time calculation unit 12 calculates the average value of the time required when the vehicle C actually travels in the target section. Calculated as travel time.

Usually, in the target section, there is a lane (hereinafter also referred to as “second lane”) in the direction opposite to the first lane in addition to a lane (hereinafter also referred to as “first lane”) toward the target traffic light 18. Since there are many cases, the time required for actually traveling in the first lane is defined as the actual traveling time of the target section.
Subsequently, using the map information stored in the map information storage unit 11, the delay time calculation unit 12 travels the target section at a predetermined set speed (for example, legal speed, 40 [km / h]). The time estimated to be required in some cases (hereinafter also referred to as “target section estimated travel time”) is calculated.

Usually, there are many lanes (second lane) in the direction opposite to the first lane in addition to the lane (first lane) toward the target traffic light 18 in the target section. The time estimated to be taken when traveling at the legal speed) is set as the target section estimated traveling time.
Subsequently, the delay time calculation unit 12 calculates a subtraction result obtained by subtracting the calculated target section estimated travel time from the calculated target section actual travel time (hereinafter also referred to as “target section delay time”).

  The intersection road side delay time calculation unit 13 determines whether the target section is a road section flowing into the intersection using the map information stored in the map information storage section 11. And when the intersection road side delay time calculation part 13 determines with it being the road area which flows into an intersection, it crosses with an object area at this intersection using the driving | running | working state information which the driving | running | working state information storage part 10 has memorize | stored. Between the traffic signal 17 installed in the vicinity of the target traffic signal 18 and the traffic signal 17 on the upstream side of the traffic flow (the upstream side of the traffic flow of the cross road). Time (hereinafter, also referred to as “cross road actual travel time”) is calculated. In addition, the cross road side delay time calculation part 13 calculates the cross road actual traveling time of the target date and time.

  Subsequently, the cross road side delay time calculation unit 13 uses the map information stored in the map information storage unit 11 to estimate that the cross road section is required to travel at a predetermined set speed (legal speed). Time (hereinafter also referred to as “intersection road estimated travel time”) is calculated. Subsequently, the intersection side delay time calculation unit 14 calculates a subtraction result (hereinafter also referred to as “intersection road side delay time”) obtained by subtracting the calculated intersection road estimated traveling time from the calculated intersection road actual traveling time.

  The second lane side delay time calculation unit 14 determines whether or not there is a lane (second lane) heading in a direction opposite to the first lane in addition to the first lane in the target section. When the second lane side delay time calculation unit 14 determines that there is a second lane in addition to the first lane, the second lane is calculated using the traveling state information stored in the traveling state information storage unit 10. The time required for actual travel (hereinafter also referred to as “second lane actual travel time”) is calculated. In addition, the 2nd lane side delay time calculation part 14 calculates the 2nd lane real travel time of an object date. The second lane side delay time calculation unit 14 calculates the time required when the vehicle C actually travels in the second lane when there are a plurality of travel state information groups of the vehicle C traveling in the second lane. The average value is calculated as the second lane actual travel time.

Subsequently, when the second lane side delay time calculating unit 14 travels the second lane at a predetermined set speed (legal speed) using the map information stored in the map information storage unit 11. The estimated time (hereinafter also referred to as “second lane estimated travel time”) is calculated. Subsequently, the second lane side delay time calculation unit 14 subtracts the calculated second lane estimated travel time from the calculated second lane actual travel time (hereinafter also referred to as “second lane side delay time”). ) Is calculated.
The control parameter calculation unit 15 calculates the signal control parameter of the target signal device 18 selected by the delay time calculation unit 12 using the target section delay time calculated by the delay time calculation unit 12.

  Specifically, the control parameter calculation unit 15 determines whether the target section is a road section that flows into an important intersection. As an important intersection, for example, there is an intersection where large trunk roads intersect each other. When the control parameter calculation unit 15 determines that the road section flows into the important intersection, the longer the target section delay time calculated by the delay time calculation section 12, the longer the cycle of the target traffic light 18. Specifically, as shown in FIG. 3, the control parameter calculation unit 15 performs a cycle represented by the cycle pattern C1 when the target section delay time is 0 or more and less than the first set value T1 (> 0). Let TC1 (> 0) be the cycle of the target traffic light 18. Similarly, the control parameter calculation unit 15 determines that the cycle TC2 (> TC1) represented by the cycle pattern C2 when the target section zone delay time is not less than the first set value T1 and less than the second set value T2 (> T1). ) As the cycle of the target traffic light 18, and when the target section zone delay time is equal to or greater than the second set value T2 and less than the third set value T3 (> T2), the cycle TC3 (> TC2) represented by the cycle pattern C3 is set. The cycle of the target signal 18 is assumed.

  In addition, when the target section section delay time is not less than the third set value T3 and less than the fourth set value T4 (> T3), the control parameter calculation unit 15 determines the cycle TC4 (> TC3) represented by the cycle pattern C4. If the cycle of the target signal 18 is set and the target section section delay time is equal to or greater than the fourth set value T4 and less than the fifth set value T5 (> T4), the cycle TC5 (> TC4) represented by the cycle pattern C5 is set as the target signal. There are 18 cycles. Further, the control parameter calculation unit 15 determines the cycle TC6 (> TC5) represented by the cycle parameter C6 when the target section section delay time is equal to or greater than the fifth set value T5 and less than the sixth set value T6 (> T5). If the cycle of the target signal 18 is set and the target section section delay time is equal to or greater than the sixth set value T6 and less than the seventh set value T7 (> T6), the cycle TC7 (> TC6) represented by the cycle pattern C7 is set as the target signal. When the target section section delay time is equal to or greater than the seventh set value T7 and less than the eighth set value T8 (> T7), the cycle TC8 (> TC7) represented by the cycle pattern C8 is set to the target signal 18 Cycle.

  In addition, when the target section is a road section flowing into the intersection, the control parameter calculation section 15 uses the target section delay time calculated by the delay time calculation section 12 and the intersection road calculated by the cross road side delay time calculation section 13. The longer the side delay time is, the larger the split of the target traffic light 18 is. Specifically, as shown in FIG. 4, the control parameter calculation unit 15 determines that the ratio of the target section delay time to the total value of the target section delay time and the cross road delay time is a first set value (for example, 30 %), The split Sa is set as the split of the target traffic light 18.

  Similarly, when the ratio of the target section delay time is equal to or greater than the first set value and less than the second set value (> first set value, for example, 60%), the control parameter calculation unit 15 splits Sb ( > Sa) is the split of the target traffic light 18. Further, the control parameter calculation unit 15 sets the split Sc (> Sb) as the split of the target signal device 18 when the ratio of the target section delay time is equal to or greater than the second set value (60%).

Furthermore, when the control parameter calculation unit 15 determines that the target section has the second lane in addition to the first lane, the target section delay time calculated by the delay time calculation unit 12 is the second lane side delay time calculation unit. The longer the second lane delay time calculated in 14, the longer the offset of the target traffic light 18 is. Specifically, as shown in FIG. 5, the control parameter calculation unit 15 determines that the ratio of the target section delay time to the total value of the target section delay time and the second lane side delay time is a first set value (for example, If it is less than 30%), the offset Oa is set as the offset of the target traffic light 18.

  Similarly, when the ratio of the target section delay time is equal to or greater than the first set value and less than the second set value (> first set value, for example, 60%), the control parameter calculation unit 15 sets the offset Ob ( > Oa) is the offset of the target traffic light 18. Further, the control parameter calculation unit 15 sets the offset Oc (> Ob) as the offset of the target signal device 18 when the ratio of the target section delay time is equal to or greater than the second set value (60%).

  The control parameter presentation unit 16 displays the cycle, split, and offset set by the control parameter calculation unit 15 on the display. When the target section is not a road section flowing into the important intersection, the control parameter presenting unit 16 determines the cycle of the traffic signal 17 at the important intersection serving as the nucleus of the subarea to which the target section belongs. It is good also as a structure displayed on a display. Thereby, the control parameter presenting unit 16 presents the signal control parameters of the target traffic light 18 at the target date and time to the operator.

(Calculation processing)
Next, calculation processing (hereinafter also referred to as “signal control parameter calculation processing”) executed by the signal control parameter calculation device 5 of the present embodiment will be described. The signal control parameter calculation process is executed each time the operator operates the signal control parameter calculation device 5 and selects a signal device (target signal device) 18 for setting signal control parameters and a target date and time.
As shown in FIG. 6, in step S <b> 101, the signal control parameter calculation device 5 (delay time calculation unit 12) sets a signal control parameter from among the plurality of traffic lights 17 according to the selection result of the target traffic light 18 by the operator. The target signal 18 to be selected is selected. Subsequently, the signal control parameter calculation device 5 (delay time calculation unit 12) selects the target date and time for setting the signal control parameter according to the selection result of the target date and time by the operator.

  Subsequently, the process proceeds to step S102, where the signal control parameter calculation device 5 (delay time calculation unit 12) uses the traveling state information stored in the traveling state information storage unit 10 and the target traffic signal 18 selected in step S101. And the time (target section actual travel time) required for actually traveling on the road section (target section) between the traffic signal upstream side traffic signal 17 adjacent to the target traffic signal 18 is calculated. The delay time calculation unit 12 calculates the actual travel time of the target section of the target date and time. Usually, in the target section, in addition to the first lane heading for the target traffic light 18, there is often a second lane heading in the opposite direction to the first lane, so the time required for actually traveling in the first lane is the target. The actual traveling time of the section.

Subsequently, the signal control parameter calculation device 5 (delay time calculation unit 12) uses the map information stored in the map information storage unit 11 to travel the target section at a predetermined set speed (legal speed). The time estimated to be taken (target section estimated travel time) is calculated. Usually, in the target section, in addition to the first lane heading for the target traffic signal 18, there is often a second lane heading in the opposite direction to the first lane, so the first lane travels at a set speed (legal speed). The time estimated to be taken as the target section estimated travel time.
Subsequently, the signal control parameter calculation device 5 (delay time calculation unit 12) calculates a target section delay time that is a subtraction result obtained by subtracting the calculated target section estimated travel time from the calculated target section actual travel time.

  Subsequently, the process proceeds to step S103, and the signal control parameter calculation device 5 (control parameter calculation unit 15) determines whether or not the target section delay time calculated in step S102 is equal to or longer than a predetermined set time (for example, 30 seconds). Determine whether. If the signal control parameter calculation device 5 (control parameter calculation unit 15) determines that the target section delay time is equal to or longer than the set time (30 seconds) (Yes), the process proceeds to step S104. On the other hand, when the signal control parameter calculation device 5 (control parameter calculation unit 15) determines that the target section delay time is less than the set time (30 seconds) (No), the signal control parameter calculation processing is ended. .

In step S104, the signal control parameter calculation device 5 (control parameter calculation unit 15) determines whether or not the target section selected in step S102 is a road section flowing into an important intersection. If the signal control parameter calculation device 5 (control parameter calculation unit 15) determines that the target section is a road section flowing into the important intersection (Yes), the process proceeds to step S105. On the other hand, if the signal control parameter calculation device 5 (control parameter calculation unit 15) determines that the road section does not flow into the important intersection (No), the process proceeds to step S106.
In step S105, the signal control parameter calculation device 5 (control parameter calculation unit 15) increases the cycle of the target signal device 18 as the target section delay time calculated in step S102 is longer, as shown in FIG. The process proceeds to S106.

  In step S106, the signal control parameter calculation device 5 (intersection road side delay time calculation unit 13) determines whether or not the target section selected in step S102 is a road section flowing into the intersection. When the signal control parameter calculation device 5 (intersection road side delay time calculation unit 13) determines that the target section is a road section flowing into the intersection, the traveling condition information stored in the traveling condition information storage section 10 is stored. Of the road intersecting the target section at this intersection (intersection road) between the traffic light 17 installed in the vicinity of the target traffic light 18 and the traffic light 17 adjacent to the traffic light 17 on the upstream side of the traffic flow ( The time required for actually traveling on the (intersection road section) (intersection road actual travel time) is calculated. In addition, the cross road side delay time calculation part 13 calculates the cross road actual traveling time of the target date and time.

  Subsequently, the signal control parameter calculation device 5 (intersection road side delay time calculation section 13) uses the map information stored in the map information storage section 11 to set a predetermined speed (legal speed) that predetermines the intersection road section. The time estimated to take when traveling at (cross road estimated travel time) is calculated. Subsequently, the signal control parameter calculation device 5 (cross road delay time calculation unit 13) calculates a cross road delay time which is a subtraction result obtained by subtracting the calculated cross road estimated travel time from the calculated cross road actual travel time. calculate. Subsequently, when the target section selected in step S102 is a road section flowing into the intersection, the signal control parameter calculation apparatus 5 (control parameter calculation section 15) calculates the target calculated in step S102 as shown in FIG. As the section delay time is longer than the calculated cross road side delay time, the split of the target traffic light 18 is increased.

  Subsequently, the process proceeds to step S107, and the signal control parameter calculation device 5 (second lane side delay time calculation unit 14) adds the first lane toward the target traffic light 18 to the target section, and the direction opposite to the first lane. It is determined whether or not there is a second lane heading for. When the signal control parameter calculation device 5 (second lane side delay time calculation unit 14) determines that there is a second lane in addition to the first lane, the driving state stored in the driving state information storage unit 10 is stored. Using the information, a time required for actually traveling in the second lane (second lane actual traveling time) is calculated. In addition, the 2nd lane side delay time calculation part 14 calculates the 2nd lane real travel time of an object date.

Subsequently, the signal control parameter calculation device 5 (second lane side delay time calculation unit 14) uses the map information stored in the map information storage unit 11 to set the second lane in a predetermined speed (legal speed). ) To calculate the estimated time (second lane estimated travel time). Subsequently, the signal control parameter calculation device 5 (second lane side delay time calculating unit 14) subtracts the calculated second lane estimated travel time from the calculated second lane actual travel time, and the second lane is a subtraction result. Calculate the side delay time. Subsequently, when the signal control parameter calculation device 5 (control parameter calculation unit 15) determines that there is a second lane in addition to the first lane in the target section selected in step S102, as shown in FIG. As the target section delay time calculated in S102 is longer than the calculated second lane delay time, the offset of the target traffic light 18 is increased .
Subsequently, the process proceeds to step S108, and the signal control parameter computing device 5 (control parameter presenting unit 16) determines the target at the target date and time, such as the cycle set in step S105, the split set in step S106, and the offset set in step S107. After the signal control parameter of the traffic light 18 is displayed on the display, this calculation process is terminated.

(Operation)
Next, the operation of the signal control parameter calculation system 1 of the present embodiment will be described.
First, it is assumed that the operator operates the signal control parameter calculation device 5 to select a signal device (target signal device) 18 for setting signal control parameters and a target date and time. Then, the signal control parameter calculation device 5 executes the signal control parameter calculation process, and selects the target signal device 18 and the target date and time for setting the signal control parameter according to the selection result (step S101 in FIG. 6). Subsequently, the signal control parameter computing device 5 uses the traveling state information stored in the traveling state information storage unit 10 to select the selected target traffic signal 18 and the traffic signal upstream side traffic signal 17 adjacent to the target traffic signal 18. The time (target section actual travel time) required when actually traveling the road section (target section) is calculated (step S102 in FIG. 6). In addition, the signal control parameter calculation device 5 calculates the target section actual traveling time of the target date and time.

  Subsequently, it is estimated that the signal control parameter calculation device 5 takes when the target section is traveled at a set speed (legal speed) using the map information stored in the map information storage unit 11 (target section). (Estimated travel time) is calculated (step S102 in FIG. 6). Subsequently, the signal control parameter calculation device 5 calculates a target section delay time that is a subtraction result obtained by subtracting the calculated target section estimated travel time from the calculated target section actual travel time (step S102 in FIG. 6).

  Here, it is assumed that the target section delay time is equal to or longer than the set time (30 seconds), and the target section is a road section flowing into the important intersection. Then, the signal control parameter calculation device 5 determines that the target section delay time is equal to or longer than the set time (30 seconds) and the target section is a road section flowing into the important intersection (step S103 “Yes” in FIG. 6). Step S104 “Yes”). Subsequently, as shown in FIG. 3, the signal control parameter calculation device 5 lengthens the cycle of the target signal 18 as the calculated target section delay time is longer (step S105 in FIG. 6).

As described above, in this embodiment, the longer the target section delay time is, the longer the cycle, that is, the time required for one cycle of the lighting state (blue → yellow → red) of the signal lamp of the target traffic light 18 is lengthened. Therefore, as the target section delay time is longer, the lighting time of the blue light of the target traffic light 18 can be increased. Therefore, the signal waiting time of the vehicle 2 traveling in the target section can be shortened more appropriately.
Moreover, in this embodiment, when it is determined that the target section is a road section flowing into the important intersection, the cycle is lengthened as the target section delay time is longer. Therefore, the lighting time of the green light of the target traffic light 18 in the road section flowing into the important intersection can be increased. Therefore, the signal waiting time of the vehicle 2 traveling in the target section flowing into the important intersection can be further shortened.

  Subsequently, the signal control parameter calculation device 5 determines that the target section is a road section flowing into the intersection, and uses the traveling state information stored in the traveling state information storage unit 10 to determine the target section at the intersection. Of the intersecting roads, the time required for actually traveling on a road section (intersection road section) between the traffic light 17 installed near the target traffic light 18 and the traffic light 17 adjacent to the traffic light 17 on the upstream side of the traffic flow ( (Intersection road actual travel time) is calculated (step S106 in FIG. 6). The signal control parameter calculation device 5 calculates the actual traveling time of the crossing road at the target date and time.

  Subsequently, it is estimated that the signal control parameter calculation device 5 takes time when the vehicle travels at the set speed (legal speed) using the map information stored in the map information storage unit 11 (intersection). (Estimated road travel time) is calculated (step S106 in FIG. 6). Subsequently, the signal control parameter calculation device 5 calculates a cross road side delay time which is a subtraction result obtained by subtracting the calculated cross road estimated travel time from the calculated cross road actual travel time (step S106 in FIG. 6). Subsequently, as shown in FIG. 4, the signal control parameter computing device 5 increases the split of the target traffic light 18 as the calculated target section delay time is longer than the calculated cross road side delay time (step of FIG. 6). S106).

  Thus, in the present embodiment, when the target section is a road section flowing into the intersection, the longer the target section delay time is, the longer the target section delay time is than the cross road side delay time, that is, the lighting state of the signal lamp of the target traffic light 18 (blue) The ratio of the total time during which the target traffic light 18 lights up the blue signal and the yellow signal is increased with respect to the time (cycle) in which the yellow → red) cycle. Therefore, as the target section delay time is longer, the lighting time of the blue light of the target traffic light 18 can be increased. Therefore, the signal waiting time of the vehicle 2 traveling in the target section can be shortened more appropriately.

  Here, it is assumed that there is a second lane that goes in the opposite direction to the first lane in addition to the first lane that goes to the target traffic light 18 in the target section. Then, the signal control parameter calculation device 5 calculates the time (second lane actual travel time) required when actually traveling in the second lane, using the travel state information stored in the travel state information storage unit 10. (Step S107 in FIG. 6). In addition, the signal control parameter calculation device 5 calculates the second lane actual travel time of the target date and time.

  Subsequently, it is estimated that the signal control parameter calculation device 5 is estimated to take when the second lane is traveled at a set speed (legal speed) using the map information stored in the map information storage unit 11. 2 lane estimated travel time) is calculated (step S107 in FIG. 6). Subsequently, the signal control parameter calculation device 5 calculates a second lane side delay time that is a subtraction result obtained by subtracting the calculated second lane estimated travel time from the calculated second lane actual travel time (step of FIG. 6). S107). Subsequently, as shown in FIG. 5, the signal control parameter calculation device 5 shortens the offset of the target traffic light 18 as the calculated target section delay time is longer than the calculated second lane side delay time (in FIG. 6). Step S107).

Thus, in this embodiment, when it is determined that there is a second lane in addition to the first lane in the target section, the offset of the target traffic light 18 is increased as the target section delay time is longer than the second lane side delay time. To do. Therefore, it is possible to delay the start of lighting of the green light. Therefore, the signal waiting time of the vehicle 2 traveling in the first lane can be shortened more appropriately.
Subsequently, the signal control parameter calculation device 5 displays the signal control parameters of the target traffic light 18 at the target date and time, such as the set cycle, the set split, and the set offset (step S108 in FIG. 6). Thereby, the operator sets the signal control parameter of the target traffic light 18 in accordance with the displayed signal control parameter.

  As described above, in this embodiment, traveling state information representing the traveling state of the vehicle 2 is acquired from the in-vehicle device 3. Subsequently, when the vehicle actually travels in the target section, which is a road section between the selected target traffic signal 18 and the traffic signal 17 on the upstream side of the traffic flow adjacent to the target traffic signal 18, using the acquired travel state information. A delay time (target section delay time) that is a subtraction result obtained by subtracting a time (target section estimated travel time) estimated to be required when traveling at a set speed (legal speed) from the time (target section actual travel time) calculate. Subsequently, the control parameter of the lighting state of the target traffic light 18 is calculated using the calculated target section delay time. Therefore, for example, compared with a method of calculating the control parameter of the lighting state of the traffic light 17 based on the traffic volume survey, the labor (cost and time) required for calculating the control parameter of the lighting state of the traffic light 17 can be reduced.

  In the present embodiment, the traveling state information acquisition unit 9 in FIG. 1 constitutes a traveling state information acquisition unit. Similarly, the delay time calculation unit 12 in FIG. 1 constitutes a delay time calculation unit. Moreover, the control parameter calculation part 15 of FIG. 1 comprises a control parameter calculation part. Furthermore, the cross road side delay time calculation unit 13 of FIG. 1 constitutes the cross road side delay time calculation unit. Further, the second lane side delay time calculation unit 14 of FIG. 1 constitutes the second lane side delay time. Furthermore, the target lane delay time constitutes the first lane side delay time.

(Effect of this embodiment)
The signal control parameter calculation system 1 according to the present embodiment has the following effects.
(1) According to the signal control parameter calculation system 1 according to the present embodiment, the signal control parameter calculation device 5 acquires travel state information representing the travel state of the vehicle 2 from the in-vehicle device 3. Subsequently, the target section which is a road section between the selected target traffic light 18 and the traffic light upstream adjacent to the target traffic light 18 using the acquired traveling state information. , Which is a subtraction result obtained by subtracting the time (target section estimated travel time) estimated to be required when traveling at the set speed (legal speed) from the time required for actual travel (target section actual travel time) Time (target section delay time) is calculated. Subsequently, the signal control parameter calculation device 5 calculates the control parameter of the lighting state of the target traffic light 18 using the calculated target section delay time.

  According to such a configuration, the delay time (target section delay time) is calculated based on the traveling state information acquired from the in-vehicle device 3, and the lighting state of the target traffic light 18 is calculated based on the calculated target section delay time. The control parameters (cycle, split, offset) are calculated. Therefore, for example, compared with the method of calculating the control parameter of the lighting state of the traffic light 17 based on the traffic volume survey, it is possible to reduce the labor required for calculating the control parameter of the lighting state of the traffic light 17.

(2) According to the signal control parameter calculation system 1 according to the present embodiment, the control parameter includes a cycle that is a time during which the lighting state of the signal lamp of the target traffic light 18 takes a round. And the signal control parameter calculating device 5 lengthens the cycle as the target section delay time is longer.
According to such a configuration, the longer the target section delay time is, the longer the cycle, that is, the time for the signal lamp lighting state (blue → yellow → red) to go round. Therefore, as the target section delay time is longer, the lighting time of the blue light of the target traffic light 18 can be increased. Therefore, the signal waiting time of the vehicle 2 traveling in the target section can be shortened more appropriately.

(3) According to the signal control parameter calculation system 1 according to the present embodiment, when the signal control parameter calculation device 5 determines that the target section is a road section flowing into an important intersection, the target section delay time is long. Make the cycle longer.
According to such a configuration, it is possible to increase the lighting time of the green light of the target traffic light 18 in the road section flowing into the important intersection. Therefore, the signal waiting time of the vehicle 2 traveling in the target section flowing into the important intersection can be further shortened.

(4) According to the signal control parameter calculation system 1 according to the present embodiment, the control signal includes the blue signal and the yellow signal for the cycle in which the lighting state of the signal lamp of the target signal 18 is one cycle. Including the split, which is the ratio of the total time to light up. Then, when the target section is a road section flowing into the intersection, the signal control parameter calculation device 5 increases the split as the target section delay time is longer than the cross road side delay time.

  According to such a configuration, when the target section is a road section flowing into the intersection, the longer the target section delay time is longer than the cross road side delay time, the split, that is, the lighting state of the signal light of the target traffic light 18 (blue → The ratio of the total time during which the target traffic light 18 lights the blue signal and the yellow signal is increased with respect to the time (cycle) in which the yellow → red) cycle. Therefore, as the target section delay time is longer, the lighting time of the blue light of the target traffic light 18 can be increased. Therefore, the signal waiting time of the vehicle 2 traveling in the target section can be shortened more appropriately.

(5) According to the signal control parameter calculation system 1 according to the present embodiment, the control parameter is the target signal after the start of lighting of the blue signal in the traffic signal upstream of the traffic flow in the first lane adjacent to the target signal 18. 18 includes an offset which is a time until the lighting of the green light at 18 starts. When the signal control parameter calculation device 5 determines that there is a second lane in the direction opposite to the first lane in addition to the first lane toward the target traffic light 18 in the target section, the first lane side delay time is longer offset longer than the second lane side delay time.
According to such a configuration, when it is determined that there is a second lane in addition to the first lane in the target section, the offset of the target traffic light 18 is increased as the target section delay time is longer than the second lane side delay time. . Therefore, it is possible to delay the start of lighting of the green light. Therefore, the signal waiting time of the vehicle 2 traveling in the first lane can be shortened more appropriately.

9 Travel condition information acquisition unit 12 Delay time calculation unit 13 Cross road side delay time calculation unit 14 Second lane side delay time calculation unit 15 Control parameter calculation unit

Claims (5)

A traveling state information acquisition unit that acquires traveling state information representing the traveling state of the vehicle from the in-vehicle device;
Using the acquired travel state information, the target section, which is a road section between the selected target traffic signal and the traffic signal upstream on the traffic flow adjacent to the target traffic signal, is determined in advance from the time required for actual travel. A delay time calculation unit that calculates a delay time that is a subtraction result obtained by subtracting a time estimated to be required when traveling at a set speed;
And a control parameter calculation unit that calculates a control parameter of the lighting state of the target traffic light using the calculated delay time. The control parameter includes a cycle that is a time during which the lighting state of the signal lamp of the target traffic light makes a round,
The signal control parameter calculation device according to claim 1, wherein the control parameter calculation unit lengthens the cycle as the delay time increases.   3. The signal control according to claim 2, wherein when the target section is a road section flowing into an important intersection, the control parameter calculation unit lengthens the cycle as the delay time increases. Parameter calculation device. When the target section is a road section flowing into an intersection, using the traveling state information, a traffic signal installed in the vicinity of the target traffic signal on a road that intersects the target section at the intersection and adjacent to the traffic signal Cross road side delay, which is a subtraction result obtained by subtracting the time estimated to be required when traveling at a preset speed from the time required when actually traveling on the road section with the traffic signal upstream of the traffic flow It has a cross road side delay time calculation unit that calculates time,
The control parameter includes a split that is a ratio of a total time during which the target signal lights a green signal and a yellow signal with respect to a cycle in which the lighting state of the signal lamp of the target signal completes,
The control parameter calculation unit, when the target section is a road section flowing into the intersection, increases the split as the delay time is longer than the delay time on the intersection road side. 4. The signal control parameter calculation device according to any one of items 3. In the target section, in addition to the first lane heading for the target traffic signal, and the second lane heading in the opposite direction to the first lane, the second lane is calculated from the time taken when actually traveling in the second lane. A second lane-side delay time calculating unit that calculates a second lane-side delay time that is a subtraction result obtained by subtracting a time estimated to be taken when traveling at a predetermined speed in a lane;
The delay time calculated by the delay time calculation unit is the first lane side delay time,
The control parameter is an offset that is a time period from when the blue signal lighting starts at the traffic signal upstream of the traffic flow in the first lane adjacent to the target traffic signal until the blue signal lighting starts at the target traffic signal. Including
When the control parameter calculation unit determines that the second lane is included in the target section in addition to the first lane, the offset increases as the first lane delay time is longer than the second lane delay time. The signal control parameter calculation device according to claim 1, wherein the signal control parameter calculation device is lengthened .

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