JP6400927B2 - Vehicle operation management system - Google Patents

Description

  The present invention relates to a vehicle operation management system for managing the operation of a plurality of vehicles, and more particularly, to a vehicle operation management system for smoothly operating a vehicle in a one-way traffic section with a poor visibility such as a single track tunnel. It is related to effective technology.

Conventionally, as a vehicle operation management system for smoothly moving a vehicle in a one-side traffic section, a traffic light is provided at each entrance and exit of the one-side traffic section, and a timer is prepared so that one of the traffic lights is blue. In general, the other traffic light is lit red and the blue traffic light is changed to red light, and then the other traffic light is switched from red light to blue light after a predetermined interval. there were.
However, in the case of such a system, since it is managed by a timer that is unrelated to the approach of the vehicle, when applied to an area or route with a low traffic volume, for example, one vehicle is located at one entrance of a one-way traffic section. If the traffic light switches from blue to red at the time of approaching, there is a possibility of waiting for entry even though there is no traffic from the other side, which may increase unnecessary waiting time There is.

  Therefore, vehicle detectors are installed at the entrances and exits of the one-way traffic section, the traffic lights at both the entrances and exits of the one-way traffic section are lit in red, and the traffic lights at the entrance and exit that previously sensed the approach of the vehicle are lit in blue. An invention relating to a vehicle operation management system has been proposed in which the traffic light at the other doorway is lit red and the unnecessary waiting time can be reduced by blocking the signal from the vehicle detector at the other doorway for a predetermined time. (Patent Document 1).

JP 2003-99887 A

However, in the vehicle operation control system of a one-sided traffic section as disclosed in Patent Document 1, for example, at the timing when the vehicle that first entered the one-sided traffic section approaches the intermediate point, the vehicles are respectively at both entrances and exits. When approaching, the traffic light on the entrance / exit side where the vehicle entered first turns on in blue. There is a risk that smooth vehicle operation may be hindered.
Moreover, in a system for operating a vehicle along a route including a single track section according to a timetable (operation schedule) examined by the present inventors, when applying a vehicle operation control system as disclosed in Patent Document 1, It has been clarified that there is a problem that a significant delay may occur in the following vehicle when a plurality of vehicles handled as vehicles at the same time are continuously operated on the timetable.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle operation management system capable of smoothly operating a vehicle on a route including a one-way passage section with poor visibility. And

In order to solve the above problems, the invention according to the present application is
A first traffic light installed near one entrance of the one-side traffic section, a second traffic signal installed near the other entrance of the one-side traffic section, and a vicinity of one entrance of the one-side traffic section A first approaching vehicle sensor, a second approaching vehicle sensor installed in the vicinity of the other entrance of the one-side traffic section, and a first exiting vehicle sensor installed in the vicinity of one entrance of the one-side traffic section A second leaving vehicle sensor installed in the vicinity of the other entrance of the one-side traffic section, the first and second approaching vehicle sensors, and the first and second exiting vehicle sensors. A vehicle operation management system comprising a one-sided traffic control device for controlling the first and second traffic lights based on a sensing signal,
The one-sided traffic control device is:
During the period when the vehicle does not enter the one-way street and the doorway, the first and second traffic lights are controlled to be in an entry-inhibited state,
After controlling the entry prohibition state after a predetermined time by said first traffic to enter authorization state based on the sensed signal from the first entry vehicle detectors, is within a predetermined priority time the second entering vehicle entry permit said first traffic if even if the sensing signal from the sensor there is another sense signals from the first entering vehicle detector while maintaining the no-entry state the second traffic light a state, the priority is sensed if the signal had from time the second entry vehicle detectors after a lapse of the one-sided passage section the number of vehicles traveling is sure became zero the second While controlling the traffic lights of the
After controlling the entry prohibition state after a predetermined time by the second traffic light to enter authorization state based on the sensed signal from the second entering vehicle detector, said first entering vehicle within a predetermined priority time entry permit said second traffic if even if the sensing signal from the sensor there is another sensing signal from the second entry vehicle detectors while maintaining the no-entry state the first traffic light a state, when a sensing signal from the first entering vehicle detector after a lapse of the priority time, the check that the number of vehicles traveling on the one side passage section becomes zero first It was comprised so that 1 traffic signal might be controlled to an approach permission state.

  According to the invention as described above, the total waiting time of the vehicle can be reduced as compared with the method of permitting the passage (entrance) of the vehicle in the order of arrival at the entrance / exit of the one-side traffic section. In addition, when continuing the operation of a plurality of vehicles that are treated as vehicles at the same time on the timetable, it is possible to prevent a large delay from occurring in the following vehicle, thereby enabling smooth operation of the vehicle in the one-sided traffic section. It becomes possible.

Here, preferably, the priority time is set to a time required for a predetermined vehicle to enter the one-side traffic section and then leave.
According to such a configuration, it is possible to set an optimal priority time for each one-side traffic section.

Preferably, a retreat area having a width equal to or larger than the width of one vehicle is provided beside the traveling lane in the vicinity of one and the other entrances and exits of the one-side traffic section. The first and second approaching vehicle detectors are installed, and the first and second exiting vehicle detectors correspond to driving lanes between the entrance and exit of the one-sided traffic section and the evacuation area, respectively. Is configured to be installed.
According to such a configuration, the traffic light and the leaving vehicle sensor can be attached to one support column, so that the number of support columns can be reduced and the cost can be reduced. Moreover, even if the vehicle that has left the one-way traffic section travels near the center of the road, the vehicle can be reliably detected.

Furthermore, desirably, an indicator lamp is installed in the vicinity of one of the entrances and exits of the one- side traffic section to notify that the first approaching vehicle detector senses an approaching vehicle ,
An indicator lamp for notifying that the second approaching vehicle detector senses the approaching vehicle is installed in the vicinity of the other entrance of the one-side traffic section .
By adopting such a configuration, the driver of the vehicle approaching the entrance of the one-side traffic section can recognize that the system is normal even if the traffic light does not quickly switch from red to blue. .

  Advantageous Effects of Invention According to the present invention, there is an effect that it is possible to realize a vehicle operation management system that can smoothly drive a vehicle on a route including a one-way passage section with poor visibility.

It is a schematic block diagram which shows one form of the one-sided traffic section suitable for applying to the vehicle operation management system which concerns on this invention. It is a step figure showing an example of the operation procedure of the bus in the tunnel as a one-side traffic section to which the vehicle operation management system of the embodiment is applied. It is a block diagram which shows schematic structure of the vehicle operation management system of embodiment. It is a graph which shows the relationship between the travel distance of a bus from a tunnel entrance, and required time. It is a flowchart which shows an example of the procedure of the operation management process in the vehicle operation management system of embodiment. It is a flowchart which shows the detail of the procedure of the downstream process in the operation management process of FIG. It is a schematic block diagram which shows the modification of the vehicle operation management system which concerns on this invention.

Hereinafter, a vehicle operation management system according to the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of an embodiment of a preferred one-sided traffic section and an embodiment of a vehicle operation management system to which the vehicle operation management system of the present invention is applied. In this embodiment, a single-line tunnel will be described as an example of a one-sided traffic section. However, the one-sided traffic section to which the vehicle operation management system of the present invention can be applied is not limited to a tunnel, and is expected to be a one-lane bus line. It may be a bad curve section.

As shown in FIG. 1, the one-way traffic section is a single-lane tunnel, and the vehicle operation management system of the present embodiment has traffic lights 21A and 21B and an approaching vehicle detector 22A at both the entrances A and B of the tunnel 10, respectively. , 22B, and leaving vehicle detectors 23A, 23B are installed, and the two traffic lights 21A, 21B are converted into one controller 30 (hereinafter referred to as one-side traffic control) based on the detection signals from the vehicle detectors 22A, 22B, 23A, 23B. (Referred to as a machine). Each of the traffic lights 21A and 21B includes a red light that indicates entry prohibition and a blue light that indicates entry permission.
The vehicle detectors 22A, 22B, 23A, and 23B are composed of, for example, ultrasonic sensors, and each has a pair of detectors so that the traveling direction can be distinguished, and travels in the direction opposite to the direction to be recognized. Even if a vehicle that has been detected is detected, a vehicle detection signal is not transmitted to the one-way traffic controller 30. Based on the signals from the vehicle detectors 22A, 22B, 23A, and 23B, the one-side traffic controller 30 may determine the approach of the vehicle and the traveling direction.

In addition, both doorways A and B of the tunnel 10 are provided with vehicle evacuation areas 11A and 11B each having a width more than twice the width of one vehicle and allowing the two vehicles to pass each other. The approaching vehicle detectors 22A and 22B are installed corresponding to the vehicle evacuation areas 11A and 11B, and the exiting vehicle sensors 23A and 23B are installed corresponding to the traveling lanes of the vehicle evacuation areas 11A and 11B. Has been.
Specifically, for example, at the entrance / exit A, a stop line 15A is set on the approach route side of the vehicle evacuation area 11A, an approaching vehicle detector 22A is installed at a position before the stop line 15A in the traveling direction, and the stop line 15A A traffic signal 22A for tunnel entry control is installed at a forward position in the traveling direction, and an exit vehicle detector 23A is installed on the opposite lane side of the approach route. A traffic light 21B, an approaching vehicle sensor 22B, and an exiting vehicle sensor 23B are installed in the same arrangement at the opposite entrance B.

Furthermore, in the vehicle operation management system of the present embodiment, a vehicle detection display for displaying that the approaching vehicle detectors 22A and 22B are sensing vehicles in the vicinity of the traffic lights 21A and 21B for tunnel entry control. Lamps 24A and 24B are installed. The vehicle detection indicator lamps 24A and 24B may be lamps, or may be a display such as a liquid crystal panel that lights a letter “under detection”.
The presence of the vehicle detection indicators 24A and 24B allows the driver of the vehicle approaching the tunnel entrance to recognize that the system is normal even if the traffic lights 21A and 21B do not quickly switch from red to blue. be able to.
Moreover, although the installation location of the one-sided traffic control machine 30 may be anywhere, in the vehicle operation management system of this embodiment, it is installed in the vicinity of the stop line 15A of the entrance / exit A. Transmission and reception of signals between the one-side traffic control device 30 and the vehicle detector, traffic light, and indicator lamp are wired communication systems using cables in this embodiment, but may be wireless communication systems.

FIG. 3 shows a schematic configuration of an electrical control system in the vehicle operation management system of the present embodiment.
As shown in FIG. 3, the control system in the present embodiment includes an approaching vehicle sensor 22A and an exiting vehicle sensor 23A on one side of the entrance / exit A, and an approaching vehicle sensor 22B and an exiting vehicle on the side of the other entrance / exit B. A sensor 23B, a one-sided traffic controller 30 that receives signals from these vehicle sensors 22A, 22B, 23A, and 23B, a traffic light 21A on the doorway A controlled by the one-sided traffic controller 30, and a vehicle sensing indicator light 24A And a traffic light 21B on the entrance / exit B side and a vehicle detection indicator lamp 24B.

The one-side traffic controller 30 has functions such as receiving signals from the vehicle detectors 22A, 22B, 23A, and 23B, recognizing vehicle approach, grasping the number of vehicles entering the tunnel, and controlling traffic lights and indicator lights. It consists of a CPU (microprocessor), a ROM (read only memory) capable of storing operation programs and various data executed by the CPU in a nonvolatile manner, and a RAM (random access memory) capable of temporarily storing data. ing.
The one-side traffic controller 30 may include a communication unit capable of transmitting system information to a route management device installed at a business office.

Next, details of bus operation control in the vehicle operation management system of this embodiment will be described with reference to FIG. In the following description, a bus from the right side to the left side of the drawing is referred to as an up bus, and a bus from the left side to the right side is referred to as a down bus.
In a state where no buses have come to both the entrances A and B of the tunnel 10, the traffic lights 21A and 21B are both lit red. In this state, as shown in FIG. 2 (A), when the bus 40a approaches the entrance / exit A of the upstream tunnel 10 and stops at the shelter (11A), the one-way traffic controller 30 turns the upstream traffic light 21A red. Switch from lit to blue. Then, the upstream bus 40a is allowed to enter the tunnel. When the upstream bus enters the tunnel, the traffic light 21A is switched from blue lighting to red lighting.

  After that, while the upstream bus 40a is traveling in the tunnel 10, the traffic light 21B does not stop even if the downstream bus 40b arrives at the shelter (11B) at the entrance / exit B of the tunnel 10 as shown in FIG. Maintain red lighting. In addition, after the upstream bus 40a enters the tunnel 10, the subsequent upstream bus 40c enters the shelter (11A) at the entrance / exit A of the tunnel 10 within a predetermined priority period as shown in FIG. When arriving, the traffic light 21B maintains the red lighting and makes the downstream bus stand by, while switching the upstream traffic light 21A from the red lighting to the blue lighting, and preferentially enters the subsequent upstream bus 40c. When the subsequent upstream bus 40c enters the tunnel, the traffic light 21A is switched from blue lighting to red lighting.

Thereafter, as shown in FIG. 2D, when the subsequent upstream bus 40c exits the tunnel 10, the traffic light 21B at the entrance / exit B of the tunnel 10 is switched from red lighting to blue lighting to permit entry of the downstream bus 40b. When the down bus enters the tunnel, the traffic light 21B is switched from blue lighting to red lighting.
In order to execute the control as described above, the one-sided traffic controller 30 of the present embodiment has a function of counting the number of buses entering the tunnel, and the buses are connected to the entrances on the opposite side of the tunnel 10. The program is configured to avoid encounter of an oncoming vehicle in the tunnel by not allowing entry into the tunnel until the number of approached vehicles becomes “0” even if the vehicle approaches.

Then, by performing the control as described above, the total bus waiting time is reduced as compared with the method of permitting the passage (entrance) of the bus (vehicle) in the order of arrival at the entrance / exit of the tunnel 10 (one-way traffic section). be able to. Further, when a continuous operation of a plurality of vehicles treated as vehicles at the same time on the timetable is performed, it is possible to prevent a large delay from occurring in the following vehicle.
Specifically, for example, when the time required for passing through the tunnel is T0, when the upstream preceding bus reaches the middle point of the tunnel, the downstream bus first arrives at the entrance / exit B of the tunnel, and then the upstream subsequent bus passes through the tunnel. Let us consider a case where the vehicle arrives at the doorway A. At this time, assuming that entry is allowed alternately between uplink and downlink, the downlink bus waits for 0.5T0 and the subsequent bus waits for 1.5T, so the total waiting time is 2T0. On the other hand, if the priority access right is given to the subsequent bus as described above, the downstream bus waits 1.5T0, but the upstream subsequent bus can enter without waiting, so the total waiting time is 1. It becomes 5T0, and the smooth operation of the vehicle in a single track tunnel (one side traffic section) becomes possible.

Here, the method of determining the above-mentioned priority time in the operation control of the one-side traffic section will be described.
In the present embodiment, the priority time for preferentially passing the subsequent bus is determined based on the length of the tunnel and other conditions. Other conditions include, for example, constant speed travel speed (specified speed) in the tunnel, bus performance (acceleration), and bus weight. Although the acceleration time varies depending on the weight of the bus, measuring the weight of the bus in operation (including passengers) each time increases the cost of the system, while continuing operation is performed when the number of buses exceeds In this case, the bus is expected to be full (capacity of passengers), so it is better to calculate the assumed weight when a passenger is on board as the bus weight.

Specifically, the relationship between the travel distance of the bus from the tunnel entrance and the required time is as shown in FIG.
In FIG. 4, T1 is an acceleration time required for the bus entering the tunnel to reach a constant speed (for example, 60 km / hour), and L1 is a travel distance therebetween. T2 is the time from traveling at a constant speed to exiting the tunnel. In FIG. 4, the broken line D is when it is assumed that the vehicle travels at a constant speed without stopping at the tunnel entrance.

In this embodiment, the sum of the acceleration time T1 and the constant speed travel time T2 is set as the priority time. The acceleration time T1 depends on the bus performance (acceleration) and the weight of the bus, but the weight of the bus is constant because it is the weight of a passenger, and if the type of bus to be operated is determined, calculate or experiment. T1 and the distance L1 can be obtained. The constant speed traveling speed (for example, 60 km / hour) may be different for each tunnel. Therefore, when the constant speed traveling speed is V and the length of the tunnel is L, T2 can be obtained from the equation T2 = (L−L1) / V, and T1 + T2 can be determined as the priority time.
Note that a measuring device capable of measuring the weight of the bus may be provided at a shelter at the entrance of the tunnel, and the priority time reflecting the bus weight may be determined.

Next, FIG. 5 and FIG. 6 will be described with respect to the procedure of processing executed by the CPU in the one-side traffic controller 30 that realizes the above function. The CPU in the one-side traffic controller 30 executes various processes, and here, the one-side traffic control process that is important for the present invention will be described. In the following description, the entering vehicle sensors 22A and 22B are referred to as entrance sensors, and the leaving vehicle sensors 23A and 23B are referred to as exit sensors.
When the one-side traffic control process in FIG. 5 is started, first, both the traffic lights 21A and 21B at both the entrances A and B of the tunnel 10 are lit in red (step S1). Subsequently, it is determined whether any of the entrance sensors senses (turns on) the bus in the entry direction (step S2). Here, if it is determined that none of the entrance sensors senses (turns on) the bus (No), the process proceeds to step S25 to execute exit sensor processing.

  On the other hand, if it is determined in step S2 that any one of the entrance sensors senses (turns on) the bus in the approach direction (Yes), the process proceeds to step S3 and waits for a predetermined time to elapse. This is to wait for the bus to stop. Thereafter, the process proceeds to step S4, and it is determined whether the detected (on) entrance sensor is on the upstream side or the downstream side. If it is determined that the detected (ON) entrance sensor is on the upstream side, the process proceeds to step S5, where it is determined whether there is an incoming bus from the downstream side. If it is determined that there is an incoming bus from the downstream side (Yes), the process proceeds to step S6, the upstream standby flag is set to “1”, and then the process proceeds to step S25 to execute the exit sensor process.

  If it is determined in step S5 that there is no incoming bus from the downstream side (No), the process proceeds to step S7, and it is determined whether the number of incoming buses from the upstream side is “0”. If it is determined that the number of incoming buses from the upstream side is “0” (Yes), the process proceeds to step S8, the upstream traffic light 21A is switched to blue lighting, and the upstream standby flag is cleared to “0”. Subsequently, the entry bus number counter from the upstream side is incremented by "1", and an entry monitoring timer is started (step S9). Then, after a predetermined time (several seconds), the process of switching the upstream traffic light 21A to red lighting (step S10) is performed, and then the process proceeds to step S25 to execute the exit sensor process.

  On the other hand, if it is determined in step S6 that the number of incoming buses from the upstream side is not “0” (No), that is, if there is an incoming bus, the process proceeds to step S11 to determine whether it is within a predetermined priority time. . If it is determined that it is within the priority time (Yes), the process proceeds to step S12, the entry monitoring timer is reset, then the process proceeds to step S8, the upstream traffic light 21A is switched to blue lighting, and the upstream standby flag is set. Clear to “0”. Subsequently, the entry bus number counter from the upstream side is incremented by "1", and an entry monitoring timer is started (step S9). Then, after a predetermined time (several seconds), the process of switching the upstream traffic light 21A to red lighting (step S10) is performed, and then the process proceeds to step S25 to execute the exit sensor process.

If it is determined in step S11 that it is not within the priority time (No), the process proceeds to step S13 to determine whether there is a downstream standby bus. If it is determined that there is no downstream standby bus (No), the process proceeds to step S8, the upstream traffic light 21A is switched to blue lighting, and the upstream standby flag is set to "0". Subsequently, the entry bus number counter from the upstream side is incremented by "1", and an entry monitoring timer is started (step S9). Then, after a predetermined time (several seconds), the process of switching the upstream traffic light 21A to red lighting (step S10) is performed, and then the process proceeds to step S25 to execute the exit sensor process.
In this exit sensor process, it is first determined whether or not any exit sensor is sensing (turning on) a bus in the exit direction (step S25). If it is determined that none of the exit sensors senses (turns on) the bus (No), the process returns to step S2.

If it is determined in step S25 that any exit sensor senses (turns on) the bus in the exit direction (Yes), the process proceeds to step S26, and the detected exit sensor is on the upstream side. It is judged whether it is the down side. If it is determined that the detected (ON) exit sensor is on the upstream side, the process proceeds to step S27, the upstream side entrance bus number counter is subtracted (-1), and then the process returns to step S2. If it is determined in step S26 that the detected (ON) exit sensor is on the downstream side, the process proceeds to step S28, the downstream entry bus number counter is subtracted (-1), and then the process returns to step S2. .
On the other hand, if it is determined in step S13 that there is a downstream standby bus (Yes), the process proceeds to step S14, the downstream standby flag is set to “1”, and then the process proceeds to step S18 of the downstream process in FIG. Transition.

FIG. 6 shows a procedure of the downstream process that shifts from step S4 of FIG. The downstream processing procedures S15 to S24 correspond to the upstream processing procedures S5 to S14 in FIG. 5 and are substantially the same procedure.
That is, if it is determined in step S4 that the detected (ON) entrance sensor is on the downstream side, the process proceeds to step S15 to determine whether there is an incoming bus from the upstream side. If it is determined that there is an incoming bus from the upstream side (Yes), the process proceeds to step S16, the downstream standby flag is set to “1”, and then the process proceeds to step S25 to execute the exit sensor process.

  If it is determined in step S15 that there is no incoming bus from the upstream side (No), the process proceeds to step S17 to determine whether or not the incoming bus from the downstream side is “0”. If it is determined that the incoming bus from the downstream side is “0” (Yes), the process proceeds to step S18, the downstream traffic light 21B is switched to blue lighting, and the downstream standby flag is cleared to “0”. Subsequently, the entry bus number counter from the down side is incremented by "+1", and an entry monitoring timer is started (step S19). Then, after a predetermined time (several seconds), a process of switching the downstream traffic light 21B to red lighting (step S20) is executed, and then the process proceeds to step S25 to execute an exit sensor process.

  On the other hand, if it is determined in step S16 that the incoming bus from the downstream side is not “0” (No), that is, there is an incoming bus, the process proceeds to step S21 and it is determined whether or not it is within a predetermined priority time. If it is determined that the time is within the priority time (Yes), the process proceeds to step S22, the entry monitoring timer is reset, then the process proceeds to step S18, the downstream traffic light 21B is switched to blue lighting, and the downstream standby flag is set. Clear to “0”. Subsequently, the entry bus number counter from the down side is incremented by "+1", and an entry monitoring timer is started (step S19). Then, after a predetermined time (several seconds), a process of switching the downstream traffic light 21B to red lighting (step S20) is executed, and then the process proceeds to step S25 to execute an exit sensor process.

If it is determined in step S21 that it is not within the priority time (No), the process proceeds to step S23 to determine whether there is an upstream standby bus. If it is determined that there is no upstream standby bus (No), the process proceeds to step S18, the downstream traffic light 21B is switched to blue lighting, and the upstream standby flag is set to "0". Subsequently, the entry bus number counter from the down side is incremented by "+1", and an entry monitoring timer is started (step S19). Then, after a predetermined time (several seconds), a process of switching the downstream traffic light 21B to red lighting (step S20) is executed, and then the process proceeds to step S25 to execute an exit sensor process.
On the other hand, if it is determined in step S23 that there is an upstream standby bus (Yes), the process proceeds to step S24, the downstream standby flag is set to “1”, and then the process proceeds to step S8 in FIG. The upstream processing (steps S8 to S10) as described above is performed.
By performing the control according to the procedure as described above, smooth operation control of the single-line tunnel (one-side traffic section) as described with reference to FIG. 2 is executed.

Next, a modification of the present invention will be described with reference to FIG.
In the modified example of FIG. 7, in the embodiment (FIG. 1), the installation positions of the exit vehicle detectors 23A and 23B provided on the opposite lane side of the approach route are set in the vicinity of the entrance / exit of the tunnel, and the traffic light 21A , 21B is also set near the entrance of the tunnel, and the vehicle detectors 23A, 23B and the traffic lights 21A, 21B are attached to a single column, respectively. Specifically, an approach control signal 21A and an exit vehicle detector 23A are attached to a support column 16A standing near the entrance / exit A of the tunnel 10, and an entrance control signal is installed on the support column 16B standing near the entrance / exit B. A traffic light 21B and a leaving vehicle detector 23B are attached. Moreover, you may make it attach the vehicle detection indicator lamps 24A and 24B to the support | pillars 16A and 16B, respectively. The exit vehicle detectors 23A and 23B are set so as to detect a vehicle passing near the center of the traveling lane.

In the embodiment of FIG. 1, it is necessary to provide three support columns for supporting the approaching vehicle sensor 22A, the traffic light 21A, and the exiting vehicle sensor 23A at one of the entrances and exits of the tunnel. By adopting, the number of struts can be reduced to two and cost can be reduced. In addition, in the installation method of the leaving vehicle detectors 23A and 23B as in the embodiment of FIG. 1, there is a possibility that it cannot be detected if the bus leaving the tunnel travels near the center of the road. Such an installation method has an advantage that it can be surely detected even if the bus exiting the tunnel travels near the center of the road.
In the embodiment of FIG. 1 as well, by installing a rubber pole as a lane separator in the center of the evacuation center, the bus that has exited from the tunnel is guided so that it does not travel near the center of the road, and the vehicle detector that has exited. 23A and 23B can be surely sensed. Further, by installing the rubber pole, it is possible to effectively avoid a contact accident between the oncoming vehicles.

Although the invention made by the present inventor has been specifically described based on the embodiment, the present invention is not limited to the embodiment. For example, in the above embodiment, the vehicle detection indicator lamps (24A and 24B) are provided in addition to the traffic lights (21A, 21B) at the entrance of the tunnel, but the vehicle detection indicator lamps may be omitted.
In the above embodiment, the ultrasonic sensor is used as the vehicle sensor. However, a loop coil type vehicle sensor installed on the road surface may be used.

Furthermore, a gate of a lift bar system may be provided in the vehicle evacuation area at the entrance / exit of the tunnel, and the gate may be controlled in conjunction with the traffic light. In addition, when there is an intersection with a general road in the vicinity of the entrance / exit of the one-side traffic section, the traffic signal at the entrance / exit of the one-side traffic section may be controlled in conjunction with the traffic signal of the general road.
Moreover, in the said embodiment, although the operation management system which performed operation control of the one-way traffic section in the 1-lane bus exclusive route where a tunnel and a section with a bad view exist was demonstrated, this invention is a tunnel in a single track line. The present invention can also be applied to a train operation management system that performs one-sided traffic control of a section.

DESCRIPTION OF SYMBOLS 10 Tunnel 11A, 11B Vehicle refuge area 15A, 15B Stop line 16A, 16B Post 21A, 21B Traffic light 22A, 22B Incoming vehicle detector 23A, 23B Exit vehicle detector 24A, 24B Vehicle detection indicator lamp 30 One-sided traffic control device 40 Bus

Claims (4)

A first traffic light installed near one entrance of the one-side traffic section, a second traffic signal installed near the other entrance of the one-side traffic section, and a vicinity of one entrance of the one-side traffic section A first approaching vehicle sensor, a second approaching vehicle sensor installed in the vicinity of the other entrance of the one-side traffic section, and a first exiting vehicle sensor installed in the vicinity of one entrance of the one-side traffic section A second leaving vehicle sensor installed in the vicinity of the other entrance of the one-side traffic section, the first and second approaching vehicle sensors, and the first and second exiting vehicle sensors. A vehicle operation management system comprising a one-sided traffic control device for controlling the first and second traffic lights based on a sensing signal,
The one-sided traffic control device is:
During the period when the vehicle does not enter the one-way street and the doorway, the first and second traffic lights are controlled to be in an entry-inhibited state,
After controlling the entry prohibition state after a predetermined time by said first traffic to enter authorization state based on the sensed signal from the first entry vehicle detectors, is within a predetermined priority time the second entering vehicle entry permit said first traffic if even if the sensing signal from the sensor there is another sense signals from the first entering vehicle detector while maintaining the no-entry state the second traffic light a state, the priority is sensed if the signal had from time the second entry vehicle detectors after a lapse of the one-sided passage section the number of vehicles traveling is sure became zero the second While controlling the traffic lights of the
After controlling the entry prohibition state after a predetermined time by the second traffic light to enter authorization state based on the sensed signal from the second entering vehicle detector, said first entering vehicle within a predetermined priority time entry permit said second traffic if even if the sensing signal from the sensor there is another sensing signal from the second entry vehicle detectors while maintaining the no-entry state the first traffic light a state, when a sensing signal from the first entering vehicle detector after a lapse of the priority time, the check that the number of vehicles traveling on the one side passage section becomes zero first A vehicle operation management system configured to control one traffic light to an entry-permitted state.   2. The vehicle operation management system according to claim 1, wherein the priority time is set to a time required for a predetermined vehicle to enter and exit from the one-side traffic section.   A retreat area having a width equal to or greater than the width of one vehicle is provided beside the traveling lane in the vicinity of one and the other entrances of the one-side traffic section, and the first and second retreat areas respectively correspond to the retreat area. The two approaching vehicle sensors are installed, and the first and second exiting vehicle sensors are installed corresponding to the driving lanes between the entrance and exit of the one-sided traffic section and the evacuation area, respectively. The vehicle operation management system according to claim 1 or 2. In the vicinity of one of the entrances and exits of the one-side traffic section, an indicator lamp is installed to notify that the first approaching vehicle detector senses the approaching vehicle ,
The indicator lamp which alert | reports that the said 2nd approaching vehicle sensor is detecting the approaching vehicle is installed in the vicinity of the other entrance / exit of the said one-sided traffic section . The vehicle operation management system according to any one of the above.

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