JP5277786B2 - Emergency vehicle priority control apparatus, computer program, and emergency vehicle priority control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a priority control device for an emergency vehicle that generates control information for controlling the signal display of a signal installed at an intersection, so that the emergency vehicle is given priority in passing the intersection, a computer program, and a method of priority control for an emergency vehicle. <P>SOLUTION: A line length determining unit 16 calculates the maximum value or average value of the length of a line of cars waiting at a stoplight on each lane, and determines whether or not the line length of all the lanes calculated is longer than a certain length. If the line length determining unit 16 determines that the line length of all the lanes is longer than the certain length, a lane selecting unit 17 selects at least one lane out of all the lanes. A priority control information generating unit 19 generates control information for controlling the signal display so that the line length of the lane selected is shorter than the certain length. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an emergency vehicle priority control device for preferentially traveling an emergency vehicle to a destination, a computer program and an emergency vehicle priority control method for realizing the emergency vehicle priority control device.

  Emergency vehicles such as ambulances, patrol cars, fire trucks, VIP vehicles, etc. are driven preferentially over other general vehicles, and support for emergency vehicles to ensure that emergency vehicles can arrive at their destinations safely and quickly System is being operated.

For example, the location of an emergency vehicle is monitored from the upstream point of the intersection, the time when the emergency vehicle enters the intersection is predicted, and the traffic signal control plan is repeated so that the emergency vehicle can pass through the intersection with a green or yellow signal. An emergency vehicle priority control system that updates and controls traffic signals based on the latest control plan immediately before an emergency vehicle enters an intersection is disclosed (see Patent Document 1).
JP 2006-209680 A

  However, although the system of Patent Document 1 considers the position of an emergency vehicle and the timing of signal display at an intersection, it does not consider a vehicle that is congested due to waiting for a signal before the intersection. If there is a signal queue, the emergency vehicle must stop at the end of the queue and cannot quickly pass through the intersection unless the signal queue is cleared.

  In addition, when there are multiple lanes on the road where an emergency vehicle travels toward the intersection, the behavior of the vehicle traveling on the road may differ from lane to lane depending on the intersection flow direction and traffic conditions of general vehicles. The traffic situation for each lane is also different. Therefore, in order to allow emergency vehicles to pass through the intersection with priority over other general vehicles, it is necessary to accurately grasp the status of the signal queue for each lane.

  The present invention has been made in view of such circumstances, and emergency vehicle priority for generating control information for controlling the signal display of a traffic signal installed at an intersection so that the emergency vehicle preferentially passes through the intersection. It is an object to provide a control device, a computer program for realizing the emergency vehicle priority control device, and an emergency vehicle priority control method.

An emergency vehicle priority control device according to a first aspect of the present invention is an emergency vehicle priority control device that generates control information for controlling the signal display of a traffic light installed at an intersection so that the emergency vehicle preferentially passes through the intersection. Route acquisition means for acquiring the planned travel route of the emergency vehicle, and matrix length calculation means for calculating the matrix length information indicating the queue length of the signal queue of the plurality of lanes at the intersection on the planned travel route acquired by the route acquisition means And a matrix length determination means for determining whether or not the matrix length information calculated by the matrix length calculation means is greater than a predetermined threshold; and a time until the matrix length information for the plurality of lanes becomes smaller than the threshold calculation means for, if the queue size information of the plurality of lanes in the queue size determination means determines that greater than said threshold value, to select at least one lane calculated time is short in the calculating means Selection means, characterized in that it comprises generating means for generating control information for controlling the signaling in order to the queue size information of the lane that is selected in the selecting means smaller than the threshold value.

The emergency vehicle priority control device according to the second aspect of the invention is an emergency vehicle priority control device that generates control information for controlling the signal display of a traffic light installed at an intersection so that the emergency vehicle preferentially passes through the intersection. Approach information acquisition means for acquiring approach information indicating that the emergency vehicle is approaching the intersection, matrix end calculation means for calculating the end of the signal queue of the intersection, and the approach acquired by the approach information acquisition means End determining means for determining whether the emergency vehicle is at the end of the queue of the signal queue based on the information and the end of the matrix calculated by the matrix end calculating means; and when determining the in, and the end information specifying means for specifying the end position at the end point and said distal tail point comprising a matrix tail, head a plurality of vehicle stops signal queue is in green light Obtaining means for obtaining the starting wave propagation velocity is the propagation velocity of the position of the start vehicle start from the end information specified end point and the end position specifying means, the starting wave propagation velocity and a predetermined red start time or And generating means for generating control information for controlling the signal display so that the emergency vehicle does not stop in the signal queue using the green signal start time point.

An emergency vehicle priority control device according to a third aspect of the invention is an emergency vehicle priority control device that generates control information for controlling the signal display of a traffic light installed at an intersection so that the emergency vehicle preferentially passes through the intersection. Route acquisition means for acquiring a planned travel route of the emergency vehicle, matrix length calculation means for calculating matrix length information indicating a queue length of a signal queue of an intersection on the planned travel route acquired by the route acquisition means, and the matrix Matrix length determining means for determining whether or not the matrix length information calculated by the length calculating means is greater than a predetermined threshold; and when the matrix length determining means determines that the matrix length information is greater than a predetermined threshold, the matrix length An emergency vehicle at an intersection that generates control information for controlling signal display to make the information smaller than the threshold, and an intersection determined by the matrix length determination means that the matrix length information is smaller than a predetermined threshold Approach information acquiring means for acquiring approach information indicating approaching, matrix end calculating means for calculating the end of the queue of the signal queue at the intersection, approach information acquired by the approach information acquiring means, and the end of the matrix Based on the end of the matrix calculated by the calculating means, the end determining means for determining whether or not the emergency vehicle is at the end of the queue of the signal queue, and the end determining means when determining that the emergency vehicle is at the end of the queue , End information specifying means for specifying the end time at the end of the queue and the end position at the end time, and the propagation speed of the position of the starting vehicle where a plurality of stopped vehicles in the signal queue start from the top side with a green signal comprising obtaining means for obtaining the starting wave propagation velocity, and the generation unit is further specified end point and tail position in the end information specifying unit, the starting-wave propagation velocity and a predetermined Using red start time or green light start time, wherein the emergency vehicle is arranged to generate control information for controlling the signal display to not stop at the signal queue.

The emergency vehicle priority control apparatus according to a fourth aspect of the present invention is that, in the second or third aspect of the invention, the matrix tail calculation means is configured to calculate the queue tail of the signal queue at the intersection for each lane. Features.

The emergency vehicle priority control device according to a fifth aspect of the present invention is the first or third aspect of the invention , wherein the selection means is configured to select the left turn dedicated lane when there is a left turn dedicated lane at the intersection, The generating means is configured to generate control information so that the signal display of the left-turn exclusive lane can always turn left.

The emergency vehicle priority control apparatus according to a sixth aspect of the present invention comprises the matrix length difference calculating means for calculating the difference between the matrix length information calculated by the matrix length calculating means and the threshold value in the first or third invention , The selecting means is configured to select a lane having the smallest difference calculated by the matrix length difference calculating means, and the generating means extends the blue signal of the lane selected by the selecting means or shortens the red signal. It is characterized by generating control information as much as possible.

The emergency vehicle priority control apparatus according to a seventh aspect of the present invention is the emergency vehicle priority control device according to the first or third aspect of the present invention, wherein a plurality of stopped vehicles in the signal queue start with a green signal and are propagation speeds of the positions of the starting vehicles starting from the head an acquisition unit configured to acquire speed, using the starting wave propagation velocity, and the drainage time calculation means calculated queue size information by the queue size calculating means for calculating a per lane drainage time until below the threshold And the selecting means is configured to select a lane having the shortest earning time calculated by the earning time calculating means, and the generating means extends or red signals a lane blue signal selected by the selecting means. The control information is generated so as to shorten the time.

In the emergency vehicle priority control device according to an eighth aspect of the present invention, in the first or third aspect of the invention , the selection unit selects a lane corresponding to the intersection outflow direction of the emergency vehicle based on the planned travel route acquired by the route acquisition unit. The generation unit is configured to generate control information so as to extend the blue signal of the lane selected by the selection unit or shorten the red signal.

An emergency vehicle priority control apparatus according to a ninth aspect of the present invention is the emergency vehicle priority control device according to any one of the second, third, and fourth aspects, wherein the emergency vehicle reaches the intersection from the end position when there is no signal queue. Arrival time calculating means for calculating time, first time difference calculating means for calculating a time difference from the most recent red signal start time to the end time, arrival time calculated by the arrival time calculating means and the first time difference calculating means A blue extension time calculation means for calculating the extension time of the green signal using the time difference calculated in step (i), wherein the generation means provides control information for extending the green signal based on the extension time calculated by the blue extension time calculation means. It is comprised so that it may produce | generate.

The emergency vehicle priority control device according to a tenth aspect of the present invention is the emergency vehicle priority control apparatus according to any one of the second, third, or fourth aspects, wherein the start position where the stopped vehicle in the signal queue starts with a green signal propagates to the end position. A propagation time calculating means for calculating the propagation time, a second time difference calculating means for calculating a time difference from the end time point to the nearest green signal start time point, a propagation time calculated by the propagation time calculating means and the second time difference calculation A red shortening time calculating means for calculating a red signal shortening time using the time difference calculated by the means, wherein the generating means is for shortening the red signal based on the shortening time calculated by the red shortening time calculating means. It is configured to generate control information.

An emergency vehicle priority control device according to an eleventh aspect of the present invention is the emergency vehicle priority control apparatus according to any one of the second, third, and fourth aspects, wherein the emergency vehicle reaches the intersection from the end position when there is no signal queue. Arrival time calculating means for calculating time, first time difference calculating means for calculating a time difference from the most recent red signal start time to the end time, arrival time calculated by the arrival time calculating means and the first time difference calculating means The blue extension time calculation means for calculating the extension time of the green signal using the time difference calculated in step (b), and the propagation time calculation for calculating the propagation time at which the start position where the stop vehicle starts in the signal queue with the green signal propagates to the end position. Means, a second time difference calculating means for calculating a time difference from the end time point to the nearest green signal start time point, the propagation time and the second time calculated by the propagation time calculating means A red shortening time calculating means for calculating a shortening time of the red signal using the time difference calculated by the calculating means, and the generating means includes the extension time calculated by the blue extension time calculating means and the red shortening time calculating means. Control information is generated to perform either the extension of the blue signal or the reduction of the red signal based on the shorter of the calculated reduction times.

An emergency vehicle priority control apparatus according to a twelfth aspect of the present invention is the emergency vehicle priority control apparatus according to any one of the first to eleventh aspects, wherein when the generation means generates control information for an arbitrary intersection, It is characterized by further comprising an increasing matrix length calculating means for calculating an increase in the matrix length for each lane of the signal queue on the planned traveling route and at the downstream intersection of the intersection.

A computer program according to a thirteenth invention causes a computer to function as means for generating control information for controlling signal display of a traffic signal installed at an intersection so that an emergency vehicle passes through the intersection preferentially. In the program, the computer uses a matrix length calculating means for calculating the matrix length information indicating the queue length of the signal queue of the plurality of lanes at the intersection on the planned travel route of the emergency vehicle, and the calculated matrix length information is obtained from a predetermined threshold value. or a whether the determined queue size determining means large, larger than said calculation means queue size information of a plurality of lanes to calculate the time until the smaller than the threshold, queue size information of the plurality of lanes is the threshold when it is determined that the selection means the calculated time is to select a shorter least one lane, the threshold queue size information for the selected lane It is made to function as generating means for generating control information for controlling the signal display in order to reduce characterized.

A computer program according to a fourteenth invention causes a computer to function as means for generating control information for controlling signal display of a traffic signal installed at an intersection so that an emergency vehicle passes through the intersection preferentially. In the program, the emergency vehicle based on the matrix end calculating means for calculating the end of the queue of the signal queue at the intersection, the approach information indicating that the emergency vehicle is approaching the intersection, and the end of the matrix of the intersection End determining means for determining whether or not the end of the signal queue is the end of the signal queue, and when determining that the emergency vehicle is at the end of the queue, the end of the end of the queue and the end position for identifying the end position at the end information specifying means, specified end point and tail position, a plurality of vehicle stops signal queue is starting from the beginning side in green light Advancing a propagation velocity of the position of the vehicle, using the obtained start wave propagation velocity and a predetermined red beginning or green light start time, the emergency vehicle to control the signal display to not stop at the signal queue It is made to function as a production | generation means which produces | generates the control information.

An emergency vehicle priority control method according to a fifteenth aspect of the invention is an emergency vehicle priority control device that generates control information for controlling the signal display of a traffic signal installed at an intersection so that the emergency vehicle preferentially passes through the intersection. In the vehicle priority control method, the planned travel route of the emergency vehicle is acquired, the matrix length information indicating the queue length of the signal queue of the plurality of lanes of the intersection on the acquired planned travel route is calculated, and the calculated matrix length information it is determined whether greater than a predetermined threshold value, to calculate the time until the queue size information of the plurality of lanes is smaller than the threshold value, determines that the queue size information of the plurality of lanes is greater than the threshold value If, time calculated to select a short at least one lane, generates child control information for controlling the signal display to be less than the threshold queue size information of the selected lane The features.

An emergency vehicle priority control method according to a sixteenth aspect of the invention is an emergency vehicle priority control device that generates control information for controlling the signal display of a traffic signal installed at an intersection so that the emergency vehicle preferentially passes through the intersection. In the vehicle priority control method, the approach information indicating that the emergency vehicle is approaching the intersection is acquired, the end of the signal queue of the intersection is calculated, and based on the acquired approach information and the calculated end of the matrix Determining whether or not the emergency vehicle is at the end of the queue of the signal queue, and if it is determined that the emergency vehicle is at the end of the queue, specify the end point at the end of the queue and the end position at the end point and, obtaining a plurality of starting wave propagation velocity is the propagation velocity of the position of starting the vehicle stop vehicle starts from the leading side in the blue signal of the signal queue, specified end point and tail position, taken Using the starting wave propagation velocity and a predetermined red beginning or green light start time, the emergency vehicle and generates control information for controlling the signal display to not stop at the signal queue.

In the first invention, the thirteenth invention, and the fifteenth invention, the emergency vehicle priority control apparatus acquires the planned travel route of the emergency vehicle and indicates the queue length of the signal queue of the intersection on the acquired planned travel route. Matrix length information is calculated. The queue length information of the signal queue indicates, for example, the queue length or the number of queues. The queue length of the signal queue can be calculated as follows, for example. First, the traffic volume Q of a vehicle passing through a predetermined point toward the intersection is acquired. The predetermined point is a point where, for example, the number of vehicles passing per unit time (traffic volume) is detected by the vehicle detector. Then, probe information including position information at different times of the probe vehicle is acquired, and based on the acquired probe information, a passage time t0 when the probe vehicle passes the point is calculated (specified), and the probe vehicle waits for a signal. The probe vehicle end time t1 and the probe vehicle position L (t1) which are the end of the matrix are specified. Next, using the acquired traffic volume Q, an arrival traffic volume from the passage time t0 to an arbitrary time t is calculated. The end position of the signal queue is calculated using the probe vehicle end time t1, the probe vehicle position L (t1), and the calculated arrival traffic. The end position can be obtained, for example, by adding a matrix length corresponding to the traffic volume from the passage time t0 to an arbitrary time t to the probe vehicle position L (t1). Since the calculated end position changes with time, a static numerical value such as the maximum value or average value of the end position can be used as the matrix length. Further, the number of matrices as the matrix length information can be obtained by dividing the calculated matrix length by the vehicle head interval.

  Note that acquiring probe information including position information at different times of the probe vehicle means that the probe vehicle transmits position information at one time point a plurality of times and receives them to acquire position information at a plurality of time points. It may be the case, or the probe vehicle may transmit position information at a plurality of time points and receive the position information to acquire position information at a plurality of time points. The probe vehicle is a vehicle that can provide probe information, and the probe information is generated by, for example, an in-vehicle device such as a navigation system or a mobile terminal such as a mobile phone possessed by a passenger including a driver. Can be done with the device.

The emergency vehicle priority control device determines whether or not the calculated matrix length information is larger than a predetermined threshold value, and when the matrix length information is larger than the predetermined threshold value, controls the signal display to make the matrix length information smaller than the threshold value. To generate control information for The predetermined threshold value (predetermined length) can be, for example, a matrix length that causes the number of signal waiting times to be two or more (congested state). The control information is information for extending the blue signal or shortening the red signal, for example. As a result, when the emergency vehicle passes through the intersection, the traffic jam is eliminated. Therefore, the emergency vehicle can preferentially pass through the intersection where the traffic jam is eliminated.
Further, the emergency vehicle priority control device determines whether or not the calculated matrix length information is larger than a predetermined threshold, and when the matrix length information is larger than the predetermined threshold, selects at least one lane. The predetermined threshold value can be set for each lane when there are a plurality of lanes. The lane can be selected, for example, by selecting the lane having the shortest time required for the matrix length to be shorter (shorter) than a predetermined threshold. The emergency vehicle priority control device generates control information for controlling the signal display so that the matrix length of the selected lane is smaller than the threshold value. The control information is information for extending the blue signal or shortening the red signal, for example. As a result, when the emergency vehicle passes through the intersection, at least one lane is free from traffic jams, so the emergency vehicle can travel preferentially through the intersection by traveling in the lane where traffic jams have been eliminated.

In the second invention, the fourteenth invention, and the sixteenth invention, the emergency vehicle priority control apparatus acquires approach information indicating that the emergency vehicle is approaching the intersection, and sets the end of the signal queue at the intersection. calculate. The end of the signal queue can be calculated, for example, as follows. First, the traffic volume Q of a vehicle passing through a predetermined point toward the intersection is acquired. The predetermined point is a point where, for example, the number of vehicles passing per unit time (traffic volume) is detected by the vehicle detector. Then, probe information including position information at different times of the probe vehicle is acquired, and based on the acquired probe information, a passage time t0 when the probe vehicle passes the point is calculated (specified), and the probe vehicle waits for a signal. The probe vehicle end time t1 and the probe vehicle position L (t1) which are the end of the matrix are specified. Next, using the acquired traffic volume Q, an arrival traffic volume from the passage time t0 to an arbitrary time t is calculated. The amount of traffic reached is the amount of traffic reached before the intersection. The end position of the signal queue is calculated using the probe vehicle end time t1, the probe vehicle position L (t1), and the calculated arrival traffic. The end position can be obtained, for example, by adding to the probe vehicle position L (t1) a matrix length corresponding to the amount of traffic reached between the passage time t0 and an arbitrary time t.

  Note that acquiring probe information including position information at different times of the probe vehicle means that the probe vehicle transmits position information at one time point a plurality of times and receives them to acquire position information at a plurality of time points. It may be the case, or the probe vehicle may transmit position information at a plurality of time points and receive the position information to acquire position information at a plurality of time points. The probe vehicle is a vehicle that can provide probe information, and the probe information is generated by, for example, an in-vehicle device such as a navigation system or a mobile terminal such as a mobile phone possessed by a passenger including a driver. Can be done with the device.

  The emergency vehicle priority control device determines whether the emergency vehicle is at the end of the queue of the signal queue based on the acquired emergency vehicle approach information and the calculated end of the queue, and determines that the emergency vehicle is at the end of the queue In this case, the end time ta at the end of the matrix and the end position L (ta) at the end time are specified. Note that whether or not the emergency vehicle is at the end of the queue can be determined, for example, by whether or not the planned travel locus of the emergency vehicle intersects with the trail at the end of the signal queue. The emergency vehicle priority control device uses the specified end time and end position, the propagation speed Vw of the start position where the stopped vehicle in the signal queue starts with a green signal, the predetermined red signal start time tr, or the green signal start time tg, etc. Then, control information for controlling the signal display is generated so that the emergency vehicle does not stop at the signal queue. For example, by extending the green light and delaying the time of occurrence of the signal queue, the emergency vehicle can pass through the intersection without encountering the signal queue. Alternatively, the red signal is shortened to advance the start time of the green signal, and the stopped vehicle in the signal queue is started so that the vehicle in the signal queue moves at a predetermined in-line running speed Vq, and the emergency vehicle Even if it becomes the end of the signal queue, it is possible to travel to the intersection at the in-line travel speed Vq without stopping the emergency vehicle.

  In the third invention, the emergency vehicle priority control apparatus acquires the planned travel route of the emergency vehicle, and calculates the matrix length information indicating the queue length of the signal queue of the intersection on the acquired planned travel route. The queue length information of the signal queue indicates, for example, the queue length or the number of queues. The queue length of the signal queue can be calculated as follows, for example. First, the traffic volume Q of a vehicle passing through a predetermined point toward the intersection is acquired. The predetermined point is a point where, for example, the number of vehicles passing per unit time (traffic volume) is detected by the vehicle detector. Then, probe information including position information at different times of the probe vehicle is acquired, and based on the acquired probe information, a passage time t0 when the probe vehicle passes the point is calculated (specified), and the probe vehicle waits for a signal. The probe vehicle end time t1 and the probe vehicle position L (t1) which are the end of the matrix are specified. Next, using the acquired traffic volume Q, an arrival traffic volume from the passage time t0 to an arbitrary time t is calculated. The amount of traffic reached is the amount of traffic reached before the intersection. The end position of the signal queue is calculated using the probe vehicle end time t1, the probe vehicle position L (t1), and the calculated arrival traffic. The end position can be obtained, for example, by adding to the probe vehicle position L (t1) a matrix length corresponding to the amount of traffic reached between the passage time t0 and an arbitrary time t. Since the calculated end position changes with time, a static numerical value such as the maximum value or average value of the end position can be used as the matrix length. Further, the number of matrices as the matrix length information can be obtained by dividing the calculated matrix length by the vehicle head interval.

  Note that acquiring probe information including position information at different times of the probe vehicle means that the probe vehicle transmits position information at one time point a plurality of times and receives them to acquire position information at a plurality of time points. It may be the case, or the probe vehicle may transmit position information at a plurality of time points and receive the position information to acquire position information at a plurality of time points. The probe vehicle is a vehicle that can provide probe information, and the probe information is generated by, for example, an in-vehicle device such as a navigation system or a mobile terminal such as a mobile phone possessed by a passenger including a driver. Can be done with the device.

  The emergency vehicle priority control device determines whether or not the calculated matrix length information is larger than a predetermined threshold value, and when the matrix length information is larger than the predetermined threshold value, controls the signal display to make the matrix length information smaller than the threshold value. To generate control information for The predetermined threshold value (predetermined length) can be, for example, a matrix length that causes the number of signal waiting times to be two or more (congested state). The control information is information for extending the blue signal or shortening the red signal, for example. As a result, when the emergency vehicle passes through the intersection, the traffic jam is eliminated. Therefore, the emergency vehicle can preferentially pass through the intersection where the traffic jam is eliminated.

  The emergency vehicle priority control device acquires approach information indicating that an emergency vehicle is approaching an intersection determined to be small when the calculated queue length information is smaller than a predetermined threshold, and ends the queue of the signal queue at the intersection Is calculated. The end of the signal queue can be calculated in the same manner as described above. The emergency vehicle priority control device determines whether the emergency vehicle is at the end of the queue of the signal queue based on the acquired emergency vehicle approach information and the calculated end of the queue, and determines that the emergency vehicle is at the end of the queue In this case, the end time ta at the end of the matrix and the end position L (ta) at the end time are specified. Note that whether or not the emergency vehicle is at the end of the queue can be determined, for example, by whether or not the planned travel locus of the emergency vehicle intersects with the trail at the end of the signal queue. The emergency vehicle priority control device determines the specified end time and end position, the propagation speed Vw of the start position at which the stopped vehicle in the signal queue starts with a green signal, and the signal display switching time (red signal start time tr, green signal start time tg). Control information for controlling the signal display so that the emergency vehicle does not stop at the signal queue. For example, by extending the green light and delaying the time of occurrence of the signal queue, the emergency vehicle can pass through the intersection without encountering the signal queue. Alternatively, the red signal is shortened to advance the start time of the green signal, and the stopped vehicle in the signal queue is started so that the vehicle in the signal queue moves at a predetermined in-line running speed Vq, and the emergency vehicle Even if it becomes the end of the signal queue, it is possible to travel to the intersection at the in-line travel speed Vq without stopping the emergency vehicle.

  As described above, when the queue length information of the signal queue is larger than a predetermined threshold (predetermined length) at the intersection on the planned travel route of the emergency vehicle, the emergency vehicle is in a traffic jam situation (for example, the number of signal waiting times is two times or more) The signal display is controlled (initial priority control) so that the queue length information becomes smaller than a predetermined threshold before the emergency vehicle reaches the end of the signal queue. When the queue length information of the signal queue is made smaller than a predetermined threshold and the emergency vehicle is at the end of the queue, the signal display is controlled (full priority control) so that the emergency vehicle does not stop at the signal queue. By performing the two-stage priority control in this way, it is possible to pass the emergency vehicle reliably and quickly at the intersection regardless of the situation of the signal queue.

In the fourth invention, the end of the signal queue is calculated for each lane. The end of the signal queue can be calculated, for example, as follows. First, the traffic volume Q of a vehicle passing through a predetermined point toward the intersection is acquired. The predetermined point is a point where, for example, the number of vehicles passing per unit time (traffic volume) is detected by the vehicle detector. Then, probe information including position information at different times of the probe vehicle is acquired, and based on the acquired probe information, a passage time t0 when the probe vehicle passes the point is calculated (specified), and the probe vehicle waits for a signal. The probe vehicle end time t1 and the probe vehicle position L (t1) which are the end of the matrix are specified. Next, using the acquired traffic volume Q, an arrival traffic volume for each lane from the passage time t0 to an arbitrary time t is calculated. The amount of traffic reached for each lane is the amount of traffic that has arrived in a predetermined lane (one lane in the case of one lane, or any lane in the case of multiple lanes) before the intersection. It can be obtained by multiplying each coefficient (ratio). The end position of the signal queue for each lane is calculated using the probe vehicle end time t1, the probe vehicle position L (t1), and the calculated traffic volume for each lane. The end position can be obtained, for example, by adding to the probe vehicle position L (t1) a matrix length corresponding to the amount of traffic reached for each lane from the passage time t0 to an arbitrary time t.

In the fifth invention, the emergency vehicle priority control device selects the left turn dedicated lane when there is a left turn dedicated lane at the intersection, and the control information is provided so that the signal display of the selected left turn dedicated lane can always turn left. Generate. As a result, the signal queue of the left turn lane is eliminated, the influence on the traffic flow at the intersection is minimized, and the emergency vehicle can be preferentially passed at the intersection.

In the sixth aspect of the invention, the emergency vehicle priority control apparatus selects a lane having the smallest difference from the predetermined threshold among the calculated matrix length information, and extends the blue signal of the selected lane or shortens the red signal. Therefore, control information is generated. As a result, it is possible to shorten the time required for the signal waiting queue length to be equal to or shorter than the predetermined length as much as possible, minimize the influence on the traffic flow at the intersection, and pass the emergency vehicle preferentially at the intersection.

In the seventh invention, the emergency vehicle priority control device uses the propagation speed of the starting position where the stopped vehicle in the signal queue starts with a green signal, and the matrix length information becomes a predetermined threshold value (predetermined length) or less. Calculate the profit time for each lane. Then, the lane having the smallest calculated burn time is selected, and control information is generated to extend the blue signal of the selected lane or shorten the red signal. As a result, even if the signal queue is long, select a lane that has a large amount of profit for vehicles waiting in queue and results in a short time until the queue length for signal waiting falls below a predetermined length. It can be preferentially passed.

In the eighth invention, the emergency vehicle priority control apparatus selects a lane corresponding to the intersection outflow direction of the emergency vehicle, and generates control information so as to extend the blue signal of the selected lane or shorten the red signal. Thereby, the traveling behavior of the emergency vehicle until the emergency vehicle enters the intersection and flows out of the intersection can be made to follow the traveling direction of the lane, and the emergency vehicle suddenly changes the traveling direction in the intersection. There is no need to change the lane suddenly, and it is possible to avoid dangerous driving of the emergency vehicle.

In the ninth invention, the emergency vehicle priority control device calculates the arrival time for the emergency vehicle at the end position of the signal queue to reach the intersection when there is no signal queue. For example, assuming that the end position at the end time ta when the emergency vehicle is at the end of the matrix is L (ta) and the free flow velocity is Vf, the arrival time can be calculated by L (ta) / Vf. Then, a time difference (ta-tr) from the latest red signal start time tr to the end time ta is calculated, and the green signal extension time ΔTg (for example, ΔTg = ta−tr + L (ta)) is calculated using the calculated arrival time and time difference. / Vf) is calculated, and control information is generated to extend the green light based on the calculated extension time. By extending the green light, ie, delaying the red light start time, the emergency vehicle can pass through the intersection without encountering the signal queue.

In the tenth invention, the emergency vehicle priority control apparatus calculates a propagation time in which the start position where the stopped vehicle in the signal queue starts with a blue signal propagates to the end position of the emergency vehicle at the start wave propagation speed Vw. For example, if the end position at the end time ta when the emergency vehicle is at the end of the matrix is L (ta), the propagation time can be calculated by L (ta) / Vw. Then, a time difference (tg−ta) from the end time point ta to the latest green signal start time point tg is calculated, and the red signal shortening time ΔTr (for example, ΔTr = tg−ta + L (ta)) is calculated using the calculated propagation time and time difference. / Vw) is calculated, and control information is generated to shorten the red signal based on the calculated shortening time. By shortening the red signal, that is, by accelerating the start time of the green signal, the stopped vehicle in the signal queue is started earlier so that the vehicle in the signal queue moves at the predetermined queue traveling speed Vq. Even if it becomes the end of the signal queue, it is possible to travel to the intersection at the in-line travel speed Vq without stopping the emergency vehicle.

In the eleventh aspect of the invention, the emergency vehicle priority control device calculates the arrival time for the emergency vehicle at the end position of the signal queue to reach the intersection when there is no signal queue. For example, assuming that the end position at the end time ta when the emergency vehicle is at the end of the matrix is L (ta) and the free flow velocity is Vf, the arrival time can be calculated by L (ta) / Vf. Then, a time difference (ta-tr) from the latest red signal start time tr to the end time ta is calculated, and the green signal extension time ΔTg (for example, ΔTg = ta−tr + L (ta)) is calculated using the calculated arrival time and time difference. / Vf) is calculated. The emergency vehicle priority control apparatus calculates a propagation time in which the start position where the stopped vehicle in the signal queue starts with a blue signal propagates to the end position of the emergency vehicle at the start wave propagation speed Vw. For example, if the end position at the end time ta when the emergency vehicle is at the end of the matrix is L (ta), the propagation time can be calculated by L (ta) / Vw. Then, a time difference (tg−ta) from the end time point ta to the latest green signal start time point tg is calculated, and the red signal shortening time ΔTr (for example, ΔTr = tg−ta + L (ta)) is calculated using the calculated propagation time and time difference. / Vw) is calculated. Then, control information is generated to perform either the extension of the blue signal or the reduction of the red signal based on the shorter one of the calculated extension time ΔTg of the blue signal and the reduction time ΔTr of the red signal. Thereby, the influence which it has on the traffic flow by priority control can be minimized.

In the twelfth invention, when the emergency vehicle priority control device generates control information for an arbitrary intersection, the emergency vehicle priority control device uses the generated control information on the planned travel route of the emergency vehicle at the downstream intersection of the intersection. Calculate the increase in queue length for each lane in the signal queue. For example, when the control information is generated so as to extend the blue signal of one cycle by ΔTg, if the travel speed Vq in the matrix in the traveling direction of the emergency vehicle is set, the amount of profit increases by the distance of ΔTg · Vq per cycle. The increase in the queue length per lane of the signal queue at the downstream intersection is calculated by nΔTg · Vq / m. Here, n is the number of signal cycles for which priority control is performed, and m is the number of lanes. Thereby, when performing priority control, the matrix length between intersections can be adjusted.

  According to the present invention, an emergency vehicle can be preferentially passed at an intersection.

  Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is an explanatory diagram showing an outline of an emergency vehicle priority control method according to the present invention, and FIG. 2 is a schematic diagram showing an installation example of an emergency vehicle priority control system including an emergency vehicle priority control device 100 according to the present invention. FIG. 3 is an explanatory diagram showing an example of the configuration of the emergency vehicle priority control system including the emergency vehicle priority control device 100 according to the present invention. As shown in FIG. 1, the emergency vehicle priority control method according to the present invention uses a road-vehicle cooperation system, and when an emergency vehicle such as an ambulance, a patrol car, a fire engine, or a VIP vehicle travels to a destination, The signal display of each intersection is controlled so that the intersections W1, W2, W3,.

  Further, as shown in FIG. 1, the road connecting adjacent intersections and the vicinity of the intersection can be communicated by, for example, mid-range communication or narrow-area communication such as a wireless LAN, and the emergency vehicles are at the intersections W1, W2, W3. When traveling through the vehicle, predetermined information can be transmitted and received between the emergency vehicle and the roadside device. Next, an installation example of the emergency vehicle priority control system on the intersection W1 and the upstream road will be described. The same applies to other intersections.

  As shown in FIG. 2, a signal lamp 4 is installed at a predetermined position of an intersection W <b> 1 constituted by four inflow paths, and each signal lamp 4 is controlled by a signal control device 3. An image sensor 5 that can capture a road in a predetermined direction and the vicinity of the intersection is installed at a predetermined position of the intersection. The image sensor 5 can capture the traffic volume of an oncoming vehicle, a pedestrian on a pedestrian crossing, the running behavior of a vehicle in and near an intersection.

  A vehicle detector 1 is installed at a predetermined point upstream of the intersection (for example, a point about 500 m to 1000 m from the stop line), and a vehicle passing through the sensing area of the vehicle detector 1 is detected. The vehicle sensor 1 is, for example, an optical beacon, an ultrasonic sensor, a loop sensor, an image sensor, a far infrared sensor, an infrared sensor, or the like, and can measure traffic. The traffic volume is the number of vehicles passing per unit time, but includes the occupation time per unit time. The occupation time is the sum total of the time that the vehicle body passes through the sensing area of the vehicle detector 1 per unit time.

  In addition, a communication device 2 such as an optical beacon is installed at a predetermined position in the vicinity of the intersection, and when the probe vehicle traveling on the inflow path from the upstream of the intersection toward the intersection flows out of the intersection, Probe information collected by the probe vehicle can be acquired. Note that the probe information can also be transmitted directly from the probe vehicle to the emergency vehicle priority control device 100 by wide area radio without going through the communication device 2.

  Further, a communication device 6 is installed at a predetermined position on the upstream side of the inflow path. The communication apparatus 6 starts from an emergency vehicle traveling on the inflow path from the upstream of the intersection toward the intersection, the position of the emergency vehicle, the time, etc. Information on the planned travel route including is received.

  The emergency vehicle priority control device 100 may be installed as a roadside device near an intersection, or may be installed as a center device in a traffic control center. The emergency vehicle priority control device 100 is configured to be able to communicate with the vehicle detector 1, the communication device 2, the signal control device 3, the image sensor 5, and the communication device 6 by, for example, a wireless LAN. Note that the present invention is not limited to the wireless LAN, and narrow area communication, medium area communication, wide area communication, and the like can also be used.

  As shown in FIG. 3, the probe vehicle transmits probe information (position, speed, and time) collected via the communication device 2 to the emergency vehicle priority control device 100. The probe information is not limited to the configuration acquired by road-to-vehicle communication, but may be a configuration in which the communication device 2 intercepts the probe information communicated between the vehicles by inter-vehicle communication.

  The vehicle detector 1 transmits the measured traffic volume (number of vehicles passing per unit time, occupation rate, etc.) to the emergency vehicle priority control device 100. In addition, the image sensor 5 provides the emergency vehicle priority control device 100 with information on the vicinity of the intersection such as the traffic volume of the oncoming vehicle traveling toward the intersection, the pedestrians on the pedestrian crossing, or the driving behavior of the vehicle in or near the intersection. Send. Further, the signal control device 3 transmits signal information including signal switching timings such as a red signal start time and a blue signal start time to the emergency vehicle priority control device 100.

  The emergency vehicle priority control device 100 is an extension or red signal of a blue signal (including a blue arrow) of the signal lamp 4 on the road side on which the emergency vehicle travels in order to pass the emergency vehicle with priority over other general vehicles at the intersection. Is generated, and the generated priority control information is transmitted to the signal control device 3.

  FIG. 4 is a block diagram showing an example of the configuration of the emergency vehicle priority control apparatus 100 according to the present invention. The emergency vehicle priority control apparatus 100 includes a control unit 10 that controls the entire apparatus, a communication unit 11 as a traffic volume acquisition unit, a lane traffic volume calculation unit 12, and predetermined information (for example, a program code, a set value, or a processing result). Storage unit 13, a probe vehicle information specifying unit 14, a matrix end information generating unit 15, a matrix length determining unit 16, a lane selecting unit 17, an emergency vehicle information specifying unit 18, a priority control information generating unit 19, and the like. .

  The communication unit 11 includes a communication function for performing communication with the vehicle detector 1, the communication device 2, the signal control device 3, the image sensor 5, and the communication device 6. The communication function includes a narrow-area communication function, a mid-range communication function such as a wireless LAN such as a UHF band or a VHF band, or a mobile phone, PHS, multiple FM broadcasting, or Internet communication according to the installation conditions of each device. Any one of the wide-area communication functions or a combination thereof can be used.

  The lane traffic volume calculation unit 12 calculates the arrival traffic volume for each lane using the traffic volume acquired from the vehicle detector 1 via the communication unit 11. The calculation of the traffic volume reached for each lane will be described later.

  The probe vehicle information specifying unit 14 uses the probe information (position, speed, and time in the vehicle) acquired from the probe vehicle via the communication unit 11 so that the probe vehicle can detect the detection area (predetermined point) of the vehicle detector 1. The passing time, the time when the probe vehicle reaches the end of the signal queue (probe vehicle end time) and the arrival position (probe vehicle position) are specified. Here, the time when the probe vehicle reaches the end of the signal queue means the time when the probe vehicle itself becomes the end of the signal queue. The arrival position is the position of the probe vehicle itself at the time when the probe vehicle itself is at the end of the signal queue. The arrival position can be specified by the length of the signal queue including the probe vehicle. Note that whether or not the probe vehicle has reached the end of the signal queue can be determined by, for example, the speed of the probe vehicle being smaller than a predetermined threshold before the intersection.

  The queue end information generating unit 15 uses the time when the probe vehicle passes the sensing area of the vehicle detector 1, the time when the probe vehicle reaches the end of the signal queue and the arrival position, and the vehicle detector 1 at an arbitrary time. The time at which the vehicle (including emergency vehicles) that passed through the sensing area ends at the end of the signal queue and the position at the end of the signal queue at the end (the length of the signal queue) are calculated sequentially for each lane. To do.

  In addition, the queue end information generation unit 15 calculates the length of the signal queue at the time when the signal queue becomes the longest (the longest end position). Note that the longest signal queue means the longest signal queue in one cycle. Further, the queue tail information generation unit 15 calculates the length of the signal queue at the time when the queue length of the signal queue shifts from the moving queue length to the stop queue length (shift end position). Here, the signal queue includes a stop queue length region which is a region showing a temporal change of the queue length due to a stopped vehicle that is completely stopped, and a temporal length of a queue length due to a vehicle that repeatedly moves or stops moving. There are two types of regions: a moving matrix length region that is a region showing changes. In the movement queue length region, the queue length of the signal queue is the movement queue length, and in the stop queue length region, the queue length of the signal queue is the stop queue length.

  Further, the queue end information generation unit 15 uses a time at which the probe vehicle has passed the sensing area of the vehicle detector 1, a time at which the probe vehicle has reached the end of the signal queue, and an arrival position to generate a signal at an arbitrary time. Calculate the end position of the queue (the length of the signal queue).

  The matrix length determination unit 16 calculates the maximum value (longest matrix length) or average value (longest matrix length) of the end position of the signal queue for each lane calculated by the matrix end information generation unit 15 (that is, the matrix length from the stop line at the intersection). An average value of the matrix length) is calculated, and it is determined whether or not the calculated matrix length as the matrix length information of all lanes is larger (longer) than a predetermined threshold (predetermined length). Since the tail position calculated by the matrix tail information generating unit 15 changes with time, a static numerical value such as the maximum value or the average value of the tail position is used as the matrix length. Further, the predetermined threshold value (predetermined length) can be set to, for example, a matrix length at which the number of signal waiting times is two times or more (congested state). The predetermined threshold can be set for each lane when there are a plurality of lanes. As the queue length information, in addition to the queue length, the number of queued signals waiting by dividing the queue length by the vehicle head interval can also be used.

  The lane selection unit 17 selects at least one lane from all lanes when the matrix length determination unit 16 determines that the matrix length of all lanes is greater (longer) than a predetermined threshold (predetermined length). A method for selecting a lane will be described later.

  The priority control information generation unit 19 generates control information for controlling the signal display so that the matrix length of the lane selected by the lane selection unit 17 is smaller (shorter) than a predetermined threshold. The control information is information for extending the blue signal or shortening the red signal, for example. As a result, when the emergency vehicle passes through the intersection, at least one lane is free from traffic jams, so the emergency vehicle can travel preferentially through the intersection by traveling in the lane where traffic jams have been eliminated.

  The emergency vehicle information specifying unit 18 determines that the matrix length determination unit 16 determines that the matrix length of all lanes is not larger (not longer) than a predetermined threshold (predetermined length), that is, the matrix length of at least one lane is predetermined. If it is smaller (shorter) than the threshold value (predetermined length) of the emergency vehicle, it is determined whether or not the emergency vehicle is at the end of the queue of the signal queue based on the planned travel route of the emergency vehicle and the end of the matrix calculated by the end of the queue information generator 15 judge. Whether or not the emergency vehicle is at the end of the queue can be determined by whether or not the planned travel locus of the emergency vehicle intersects the trail at the end of the signal queue. When the emergency vehicle information specifying unit 18 determines that the emergency vehicle is at the end of the matrix, the emergency vehicle information specifying unit 18 specifies the end time ta at the end of the matrix and the end position L (ta) at the end time.

  In this case, the priority control information generation unit 19 includes the tail time point ta and tail position L (ta) specified by the emergency vehicle information specification unit 18, the propagation speed Vw of the start position where the stopped vehicle in the signal queue starts with a green signal, and Control information for controlling the signal display so that the emergency vehicle does not stop in the signal queue is generated using the signal display switching time point (red signal start time tr, blue signal start time tg, etc.). For example, by extending the green light and delaying the time of occurrence of the signal queue, the emergency vehicle can pass through the intersection without encountering the signal queue. Alternatively, the red signal is shortened to advance the start time of the green signal, and the stopped vehicle in the signal queue is started so that the vehicle in the signal queue moves at a predetermined in-line running speed Vq, and the emergency vehicle Even if it becomes the end of the signal queue, it is possible to travel to the intersection at the in-line travel speed Vq without stopping the emergency vehicle.

  The details of the emergency vehicle priority control method will be described later.

  Next, the signal queue will be described. When calculating information related to the signal queue, if there is only one lane that crosses the intersection, the number of lanes on which the vehicle travels is limited to one. Can be sought. However, there are many cases where there are a plurality of lanes on a normal road, in particular, a road with a high traffic volume that is a traffic safety problem, and the signal queue differs for each lane depending on which lane the vehicle travels. For this reason, in order to obtain | require the information regarding a signal queue accurately, it is necessary to consider a lane.

  FIG. 5 is an explanatory view showing an example of a road sign for each route. In the example of FIG. 5, the inflow path to the intersection has three lanes, lane 1 is a left turn / straight lane, lane 2 is a straight lane, and lane 3 is a right turn lane. The lane and the road sign are examples, and are not limited to these. For example, there may be a left turn lane, a right turn / straight lane, and the like.

  FIG. 6 is an explanatory diagram showing an example of traveling of the vehicle on the inflow path having a plurality of lanes. FIG. 6A shows an example in which a vehicle traveling in the lane 2 at the time of passing the vehicle detector 1 changes the lane to the lane 1 and then enters the intersection. For example, when changing from a straight lane to a left / straight lane in order to make a left turn at an intersection, the straight lane is congested waiting for a traffic light and changing to a left / straight lane to go straight at the intersection.

  FIG. 6B shows an example in which a vehicle that has traveled in lane 1 when passing vehicle detector 1 then changes lane to lane 2 and enters an intersection. For example, when the left turn / straight lane is congested waiting for traffic lights, the left turn / straight lane may be changed to a straight lane, and the vehicle may proceed straight.

  FIG. 6C shows an example in which a vehicle traveling in the lane 2 at the time of passing through the vehicle detector 1 changes the lane to the lane 3 and then enters the intersection. For example, when changing from a straight lane to a right turn lane in order to make a right turn at an intersection.

  FIG. 6D shows an example in which a vehicle traveling in the lane 3 at the time of passing the vehicle detector 1 changes the lane to the lane 2 and enters the intersection. For example, when changing straight from a right turn lane to go straight at an intersection.

  As described with reference to FIG. 6, even if the travel lane of the vehicle can be specified at the time of passing the vehicle detector 1, the amount of traffic reaching the intersection depends on which lane the vehicle travels thereafter. Different. For this reason, in order to obtain | require the information regarding a signal queue accurately, it turns out that it is important to calculate the arrival traffic amount according to lane. Further, when the lane in which the vehicle travels cannot be specified at the time of passing through the vehicle detector 1, it is important to further calculate the arrival traffic volume for each lane.

  Next, traffic flow behavior parameters necessary for obtaining information related to the signal queue in the present embodiment will be described. The traffic flow behavior parameters include, for example, free flow velocity Vf, right / left turn straight ahead rate Pi (i = r, l, s, right turn rate Pr, left turn rate Pl, straight forward rate Ps), arrival traffic rate R, and direction of travel. Lane utilization rate Uij {travel direction i (i = r: turn right, l: left turn, s: go straight), lane j (in case of 3 lanes, j = 1: left, 2: center, 3: right)}, starting wave Propagation speed Vw, stop wave propagation speed Vs, in-matrix travel speed Vq, average vehicle head distance Lh in the stop matrix, and the like. The traffic flow behavior parameters are not limited to those described above.

  The traffic flow behavior parameter is calculated in advance using probe information acquired over a predetermined period, information acquired from the vehicle sensor 1 or the image sensor 5 and the like before obtaining information on the signal queue. Can do. The traffic flow behavior parameters may be calculated directly, or if they cannot be calculated directly, the traffic environment correlated with the traffic flow behavior parameters (for example, traffic volume, pedestrian information, day of the week, It is also possible to obtain traffic flow behavior parameters indirectly from the traffic environment when obtaining information on signal queues by sufficiently collecting data related to time zone, weather, etc.) .

  Hereinafter, calculation examples of individual traffic flow behavior parameters will be described. The free flow velocity Vf can be defined as the speed of traffic flow from the time of detection (measurement time) by the vehicle sensor 1 upstream of the intersection to the end of the signal queue. It is time delay until

  That is, the free flow velocity Vf is an average velocity from a sufficient upstream of the intersection to the end of the matrix, and depends on the road and traffic conditions. When it is quiet, it may be a constant speed (for example, 60 km / h), but as the traffic density of the entire road gradually increases toward traffic congestion, the free flow speed Vf also decreases in proportion to this. Therefore, in such a case, it is necessary to calculate and use the free flow velocity Vf corresponding to the traffic density.

  As a calculation method of the free flow velocity Vf, for example, there are the following methods. (1) The free flow velocity Vf is calculated from the probe information of a predetermined period immediately before (for example, 15 minutes). (2) Free flow velocity Vf acquired from past probe information and the current space density, occupancy rate, traffic volume, or other traffic environment (information acquired by vehicle detector 1, image sensor 5, etc., day of week, time) The free flow velocity Vf is determined from the correlation with the traffic environment at the time of obtaining information on the signal queue.

  For example, the correlation between the free flow velocity Vf and the spatial density or occupancy can be approximated by a linear expression (straight line), and the free flow velocity Vf decreases as the spatial density or occupancy increases.

  Next, the arrival traffic rate R will be described. The traffic measured by the vehicle detector 1 does not always arrive at the intersection upstream of the intersection, and flows out of the road or flows in from the middle of the road. For this reason, it is necessary to correct the traffic volume measured in consideration of the traffic volume flowing out or flowing in the middle of the inflow path of the intersection. The arrival traffic volume rate R is defined as a value obtained by dividing the arrival traffic volume arriving at the intersection by the traffic volume measured by the upstream vehicle detector 1.

  If the number of vehicles at the position where the vehicle detector 1 is installed and the number of vehicles in the vicinity of the intersection between two vehicles traveling in a specific lane are known, the ratio of arrival traffic R Can be estimated to some extent. However, in general, when the road has a plurality of lanes, depending on the route, the vehicle may be able to use a plurality of lanes. For this reason, in the present embodiment, the following method is used.

  That is, (1) When an image sensor, a GPS receiver, or the like is mounted on a vehicle, there is a high possibility that it can detect which lane the vehicle travels. The lane information can be extracted from the probe information by including the traveling lane information. (2) Use only the traffic volume for a route (for example, a lane with only a left turn, a lane with only a straight line, a lane with only a right turn, etc.) limited to one lane.

  FIG. 7 is an explanatory diagram showing an example of a method of calculating the arrival traffic rate R. Assume that two vehicles C1 and C2 communicate with a communication device such as an optical beacon, and the vehicle traffic is measured by the vehicle detector 1 during this time. Furthermore, it is assumed that the two vehicles C1 and C2 are both connected to the signal queue at the same free flow velocity Vf and flow out of the intersection in the same direction (left turn, straight advance, right turn) with the same green light.

  The cross-sectional traffic volume between the two vehicles C1 and C2 measured by the vehicle detector 1 is Q, and the distance between the heads at the position where the two vehicles C1 and C2 are stopped and stopped is L, Let Lh be the average vehicle head interval in the stop matrix. The arrival traffic rate R can be calculated by R = Q2 / Q1. Here, Q1 = Q / 3 (the cross-sectional traffic volume Q measured because there are three lanes is divided by 3), and Q2 = L / Lh-1.

  The arrival traffic rate R may vary depending on the type of vehicle in the signal queue (for example, small cars, ordinary cars, large cars, etc.). The arrival traffic rate R at the end of the matrix can be obtained. In addition, you may distinguish with traffic environment (a day of the week, a time zone, etc.). Further, when the road from the position of the vehicle detector 1 to the intersection is prohibited from changing lanes or is hardly changed, even if only the traffic of the traveling lane is used instead of the average of the cross-sectional traffic. Good. Thereby, even when there is a vehicle that flows out or flows in between the intersection upstream and the intersection, the amount of traffic that reaches the intersection can be corrected.

  Next, the right / left turn straight traveling rate Pi and the traveling direction lane utilization rate Uij will be described. As described in the example of FIG. 6, it is important to calculate the traffic volume reached for each lane. For ordinary multi-lane roads, the driving lane is determined by which direction the intersection flows, so at least it is necessary to predict the signal queue length for each lane such as the right turn lane and other lanes. is there. For this purpose, it is necessary to determine at what rate the traffic from the upstream uses each lane. Therefore, as this criterion, the right / left turn straight ahead rate Pi at the intersection is important.

  On a main road, when going straight at an intersection, there may be a plurality of lanes corresponding to the traveling direction. For this purpose, it is necessary to determine which lane the traffic volume from upstream uses for each traveling direction. Therefore, the lane utilization rate Uij for each traveling direction is important as this criterion.

  FIG. 8 is an explanatory diagram showing the right / left turn straight traveling rate Pi and the lane utilization rate Uij by traveling direction. The straight turn rate Pi (i = r, l, s, Pr: right turn rate, Pl: left turn rate, Ps: straight drive rate) at the intersection varies depending on the time of day, the presence of events, traffic conditions, and the like. Therefore, for example, it can be calculated by the following method.

  That is, (1) The right-left turn straight rate is calculated from the probe information of a predetermined period immediately before (for example, 30 minutes) or the vehicle that flows out of the intersection with the image sensor 5 installed at the intersection, and the obtained information. To do. (2) The straight turn rate obtained from past probe information is calculated based on the correlation with the traffic environment such as day of the week, time of day, weather, presence of events, etc. Based on the traffic environment at the time of obtaining information, the straight turn rate Pi is determined.

  Further, the lane utilization rate Uij for each traveling direction includes the traveling direction i (i = r: turn right, l: turn left, s: go straight), and lane j (in the case of three lanes, j = 1: left, 2: center, 3 : Right) can be determined every time. The lane utilization rate Uij for each traveling direction may be determined by a manual survey or the like, but it is desirable to automatically calculate it by collecting necessary data and statistically analyzing it. In the present embodiment, for example, the following method can be used.

  That is, (1) the image sensor 5 is used. For example, by obtaining the lane used by each vehicle before the intersection and the direction in which the vehicle flows out of the intersection by the image sensor 5 installed at the intersection, the traveling direction i (i = r: right turn) of the intersection exit directly. , L: turn left, s: go straight) Another lane j (in the case of three lanes, j = 1: left, 2: center, 3: right) The usage rate Uij is measured. (2) Use probe information. For example, when the vehicle position detection accuracy becomes high and information on the lane being used can be detected, the lane j utilization rate Uij for each traveling direction i is measured from this information and the traveling direction at the intersection. Can do.

  Using the cross-sectional traffic volume Q, the arrival traffic volume rate R, the right / left turn straight travel rate Pi, and the lane utilization rate Uij for each traveling direction, the arrival traffic volume Qj for each lane can be calculated by the equation (1). Note that Σ represents the sum with respect to the traveling direction i.

  For example, in FIG. 8, the right turn rate Pr is 10%, the left turn rate Pl is 20%, the straight travel rate Ps is 70%, and the straight travel (s) vehicle uses the left lane 1 for the lane utilization rate Us1 for each traveling direction, When the lane utilization rate Us2 by traveling direction in which the straight vehicle (s) uses the central lane 2 is 70%, the arrival traffic Q1, Q2 of each lane j (j = 1: left, 2: center, 3: right) , Q3 is Q1 = Q · R · (0.2 + 0.3 × 0.7) = 0.41Q · R, Q2 = Q · R · (0.7 × 0.7) = 0.49Q · R, Q3 = 0.1Q · R. Thereby, when there are a plurality of lanes, the arrival traffic volume for each lane can be obtained with high accuracy.

  Next, the stop wave propagation velocity Vs and the starting wave propagation velocity Vw will be described. When there is traffic entering from the upstream side of the intersection, the number of stopped vehicles that stop waiting for traffic lights increases after the start of the red light, and the end of the stopped vehicle extends upstream as time passes. For this reason, the trailing position of the stopped vehicle moves upstream at a certain propagation speed. This can be defined as the stop wave propagation velocity Vs. Further, since the vehicle starts from the head of the stopped vehicle in the signal queue at the start of the green signal, the position of the starting vehicle extends upstream as time passes. For this reason, the position of the starting vehicle moves upstream at a certain propagation speed. This can be defined as the starting wave propagation velocity Vw. That is, the starting wave propagation velocity Vw is equal to the number of vehicles that have stopped in front of the vehicle before the vehicle in the queue waiting for the signal with a red signal starts with the green signal (or There is a time delay (start delay related to start wave propagation velocity) that depends on the distance.

  From the probe information and signal switching timing information, the distance L from the stop position when waiting for the queue to the stop position of the intersection, the time from the start of the green light (including the start of the blue arrow in the case of a right turn) until the vehicle starts moving When the delay is T, the starting wave propagation velocity Vw can be calculated by Vw = L / T. The starting wave propagation velocity Vw may fluctuate depending on the type of vehicle in the signal queue (for example, small car, ordinary car, large car, etc.). The starting wave propagation velocity Vw can be obtained. In addition, you may distinguish with traffic environment (a day of the week, a time zone, etc.). Further, since the starting wave propagation velocity Vw may vary depending on the lane, it is desirable to calculate for each lane. Further, since the speed of the vehicle that is about to stop while waiting for a signal and the speed of the vehicle that has started to start with a green light are considered to be approximately the same, it is assumed that the stop wave propagation speed Vs and the start wave propagation speed Vw are equal. There are cases where it is possible.

  Next, the in-matrix travel speed Vq will be described. The in-line running speed Vq is a running speed after the vehicle in the signal queue starts. More specifically, it is the average vehicle traveling speed in the queue until the vehicle flows out of the intersection for each lane or until it stops at a red light. The in-matrix travel speed Vq is determined by the amount of profit traffic in the lane. For example, if there is no clogging due to traffic jams (the traffic that has flowed out of the intersection is congested), in the case of a general signal display, turn right at the green traffic light (the number of oncoming vehicles, crosswalks) And related to the number of pedestrians), and the amount of traffic that can be gained by turning right at Aoya. On the left turn, it is determined by the traffic volume at the time of the green light (related to the number of pedestrians on the pedestrian crossing). Furthermore, for straight ahead, it is determined by the amount of lost traffic (related to saturation traffic flow rate) at the time of green light.

  The in-matrix traveling speed Vq can be calculated for each straight turn or for each lane.

  First, in the case of only going straight, the saturated traffic flow rate (the maximum number of vehicles that can pass the stop line per unit time / lane in a state where there is sufficient traffic demand at the intersection inflow. Is an indicator determined at the intersection unless there is a clogging. Therefore, it is sufficient to calculate from the past straight ahead probe information by statistical processing. However, of course, the in-matrix traveling speed Vq may be calculated from the straight-ahead probe information in the immediately preceding predetermined period (for example, 15 minutes).

  In the case of only a left turn, it depends on whether or not there are people crossing the pedestrian crossing after the left turn. First, when there is a person who crosses a pedestrian crossing after a left turn, (1) the in-matrix traveling speed Vq is calculated from the left turn probe information for a predetermined period (for example, 15 minutes) immediately before. (2) When the situation of the person crossing the pedestrian crossing can be understood by image processing or the like, for example, the correlation between the in-matrix traveling speed Vq acquired from the past left turn probe information and the number of people crossing the pedestrian crossing at that time Statistical analysis is performed, and the in-matrix traveling speed Vq is calculated based on the correlation and the number of people crossing the pedestrian crossing at the time of obtaining information on the signal queue.

  When there is no person crossing the pedestrian crossing after the left turn, the in-matrix traveling speed Vq is an index determined at the intersection unless there is a clogging depending on the road structure and the like. Therefore, it is sufficient to calculate by statistical processing from past left turn probe information. However, of course, the in-matrix traveling speed Vq may be calculated from the left turn probe information of a predetermined period immediately before (for example, 15 minutes).

  In the case of only a right turn, there are two types: a running speed Vq in the matrix at the time of a green light and a running speed Vq in the matrix at the time of a right turn. First, in the case of the in-matrix traveling speed Vq at the time of a green light, it depends on the oncoming traffic volume and the number of people crossing the pedestrian crossing (when there is a pedestrian crossing). The calculation method in this case includes the following methods, for example. That is, (1) the in-matrix traveling speed Vq is calculated from the right turn probe information in a predetermined period (for example, 15 minutes) immediately before. (2) Statistical analysis of the correlation between the in-matrix travel speed Vq obtained from the previous right turn probe information, the opposite straight traffic volume at that time, and the number of people crossing the pedestrian crossing (when there is a pedestrian crossing) The in-matrix travel speed Vq is calculated based on the amount of oncoming straight traffic at the time of obtaining information on the correlation and the signal queue, and the number of people crossing the pedestrian crossing (when there is a pedestrian crossing).

  In the case of the traveling speed Vq in the matrix of the right turn Aoya, the traveling speed Vq in the matrix is an index determined at the intersection unless there is a clogging depending on the road structure and the like. Therefore, it is sufficient to calculate by statistical processing from past right turn probe information. However, of course, the in-matrix traveling speed Vq may be calculated from the right turn probe information in the immediately preceding predetermined period (for example, 15 minutes).

  In the case of a lane that mixes left and straight turns, it depends on whether or not there are people crossing the pedestrian crossing after turning left. When there is a person who crosses the pedestrian crossing after the left turn, the straight traveling vehicle can only follow the left turning vehicle, and therefore, the in-matrix traveling speed Vq is considered to be the same as the case of only the left turn. However, both straight and left turn can be used as data.

  When there is no person crossing the pedestrian crossing after the left turn, the in-matrix traveling speed Vq is an index determined at the intersection unless there is a clogging, almost depending on the road structure. Therefore, it is sufficient to calculate by statistical processing from past straight ahead and left turn probe information. Of course, the in-matrix traveling speed Vq may be calculated from the probe information of the left turn and the straight traveling in the immediately preceding predetermined period (for example, 15 minutes).

  In the case of a lane that mixes right-turn and straight-forward, a straight-ahead vehicle can only follow a right-turn vehicle. However, both straight and right turns can be used as data.

  Next, how the signal queue is generated and how it is resolved is described. FIG. 9 is an explanatory diagram showing the transition of the signal queue. In FIG. 9, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. The matrix length depends on the total delay time, and the total delay time is determined by the integration of the difference between the traffic volume that flows from the upstream of the intersection and arrives at the end of the matrix and the traffic volume generated by the green light at the intersection. It is assumed that there is no vehicle waiting for a signal at the first red signal start time tr1. Further, it is assumed that the traffic volume flows from the upstream at the free flow velocity Vf immediately after the red signal starts.

  As shown in FIG. 9, when there is a traffic volume entering from the upstream side of the intersection at the red signal start time tr1, the number of stop vehicles that stop waiting for the signal increases after the red signal start time tr1, and the end of the stop vehicle (matrix length) ) Extends upstream as time passes. For this reason, the tail position of the stopped vehicle moves at the stop light propagation velocity Vs at the beginning of the red signal start time tr1, and then moves according to the traffic volume for each lane entering from the upstream side. As a result, the last position of the signal queue extends upstream of the intersection (the signal queue length becomes longer).

  After that, since the vehicle starts from the leading vehicle among the stopped vehicles in the signal queue at the green signal start time tg, the position of the starting vehicle extends to the upstream side over time, and the position of the starting vehicle is determined by the starting wave propagation speed. Move with Vw. The matrix length becomes the longest at the time when the position of the start vehicle and the position of the stop vehicle coincide (see point M in FIG. 9).

  When the length of the signal queue becomes the longest, there are no stopped vehicles in the signal queue, after which all vehicles in the signal queue repeatedly move or stop moving, and the length of the signal queue The length gradually decreases. If all the vehicles in the signal queue are able to flow out of the intersection during the green light, that is, by the next red signal start time tr2, the signal queue is canceled because there is no remaining residue.

  Next, transition of the above-described signal queue will be described for each traveling direction of the vehicle. FIG. 10 is an explanatory diagram showing the transition of the signal queue in the case of a lane with only a straight vehicle. In FIG. 10, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. Most of the vehicles that have passed the vehicle sensor 1 upstream of the intersection travel at a free flow velocity Vf in an area where there is no signal queue, and stop at the end of the queue of the signal queue. Thereafter, the signal is switched to blue, and when the head of the signal queue starts running, the position of the starting vehicle is transmitted upstream at the starting wave propagation velocity Vw. After starting the vehicle, the vehicle travels on average at the in-matrix travel speed Vq. If the signal queue length is less than one signal wait, all the vehicles in the queue can pass through the intersection, but if the signal queue length exceeds this, it will be at the back of the queue. Vehicles that have not been able to pass through the intersection again with a red light will be left behind.

  If there is any remaining profit at the red light start time, the signal queue will include the end of the stopped vehicle that has stopped completely (the end of the stop queue length area) and the vehicle that has repeatedly moved or stopped. There are two types of matrix tails, the tail (end of the moving matrix length region).

  FIG. 11 is an explanatory diagram showing the transition of the signal queue in the case of a lane with only a left turn vehicle. In FIG. 11, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. In this case, the form is the same as in FIG. 10 described above. However, when there is a pedestrian crossing after a left turn and there are many people crossing the pedestrian crossing, the traveling speed Vq in the matrix is greatly increased as shown in FIG. Decreases and starts irregularly. Even when there is no pedestrian crossing, it is considered that the starting wave propagation velocity Vw and the in-matrix traveling velocity Vq are different from those in FIG.

  As in the case of FIG. 10, when there is a remaining profit at the red signal start time, the signal queue includes the end of the stopped vehicle that is completely stopped (the end of the stop queue length area), There are two types of matrix tails, the end of the vehicle that repeatedly moves or stops moving (the end of the moving matrix length region). Here, when the in-matrix traveling speed Vq is small and the traffic volume to turn left is large, the end of the vehicle that repeatedly moves or stops moving (the end of the moving matrix length area) extends upstream and the matrix length becomes longer. In some cases.

  FIG. 12 is an explanatory diagram showing the transition of the signal queue in the case of a lane with only a right turn vehicle. In FIG. 12, the horizontal axis indicates time, and the vertical axis indicates the queue length of the signal queue. In this case, the in-line running speed Vq is that the signal is blue and there is an opposite straight vehicle, or if a person crosses the pedestrian crossing and turns right and avoids turning right and then turning right There are two types. The latter is greater in the in-matrix running speed Vq.

  As in the case of FIG. 10, when there is a remaining profit at the red signal start time, the signal queue includes the end of the stopped vehicle that is completely stopped (the end of the stop queue length area), There are two types of matrix tails, the end of the vehicle that repeatedly moves or stops moving (the end of the moving matrix length region). Here, when the in-matrix traveling speed Vq is small and the traffic volume to turn right is large, the matrix length may be long even in the movement matrix length region.

  In the case of a lane in which a straight vehicle, a left turn vehicle, a right turn vehicle, etc. are mixed, that is, as shown in FIG. 5, when there are a plurality of routes in the same lane, the transition of the signal queue of each lane is the start wave The propagation speed Vw, the in-matrix traveling speed Vq, and the like are close to the form of the slower path. For example, when a left turn vehicle and a straight-ahead vehicle are mixed, it is close to the form of a left-turn vehicle only, and when a right-turn vehicle and a straight-ahead vehicle are mixed, it is close to the form of a right turn vehicle only, In the case of a single lane road, it is close to the form of only a left turn vehicle or a right turn vehicle.

  Next, a method for predicting the end of the signal queue for each lane using probe information will be described. In the following, the time when a vehicle that has passed through the sensing area of the vehicle detector 1 at a certain time arrives at the end of the signal queue and the position of the end of the vehicle, and the end of the signal queue at any time A case where the position is predicted will be described. Further, the vehicle includes an emergency vehicle.

  First, a description will be given of a case in which the time when a vehicle that has passed through the sensing area of the vehicle detector 1 at a certain time arrives at the end of the signal queue and the position of the end of the vehicle are predicted. It is assumed that the lane information is included in the probe information, and the lane information includes, for example, information on the position in the lateral direction with respect to the traveling direction such as the lane and the distance from the roadside. As a result, the lane in which the probe vehicle is traveling is known.

  First, a description will be given of a method for identifying the time and position where the probe vehicle reaches the end of the signal queue based on the probe information. If probe information such as the position, speed, and time of the probe vehicle traveling on the inflow path from the upstream of the intersection can be acquired by a communication device etc., whether the probe vehicle has reached the end of the signal queue, for example, It can be determined that the vehicle speed has become smaller than a predetermined threshold value before. Thereby, the time when the probe vehicle reaches the end of the signal queue and the arrival position can be specified.

  In this case, the communication function for transmitting the probe information is affected by the mounting rate on the vehicle. For example, it is assumed that the mounting rate is about 5%. Temporarily, the distance from the stop line to the installation position of the vehicle detector 1 is 1000 m, the signal queue length due to traffic jam is 200 m, the head distance in the signal queue is 10 m, and the vehicle speed in the free running area without signal waiting is 20 m. / Sec., And the vehicle head interval in the free running area is 40 m (vehicle head time is 2 seconds). Further, it is assumed that there are 20 vehicles in a free running area 800 m (1000 m-200 m) per lane and 20 vehicles in a signal queue.

  Under this condition, probe information is obtained for each lane at the rate of one vehicle per 40 seconds, and instantaneously, probe information for one probe vehicle in the free running area and one probe vehicle in the signal queue is obtained. It is only done. Therefore, only the end of the queue at the time when the probe vehicle arrives at the end of the signal queue can only be detected as a result. That is, in the above numerical example, the end of the matrix is obtained every 40 seconds.

  FIG. 13 is an explanatory diagram showing an example of a method for predicting the end of the matrix in the stop matrix length region. Hereinafter, although the case of a straight lane is shown, the same applies to other lanes. The stop queue length region is a queue region composed of stopped vehicles that are completely stopped in the signal queue as described above. When the locus of the position information of the probe vehicle is traced using the acquired probe information, the time t0 when the probe vehicle passes the sensing area of the vehicle detector 1 upstream of the intersection is known, and this probe vehicle is at the end of the matrix of the travel lane. The time t1 and the position at the time t1 (arrival position, point A in FIG. 13) are known.

  Since the cross-sectional traffic volume Q that has passed through the vehicle detector 1 after the time t0 can be measured, the time T at which the vehicle that has passed the vehicle detector 1 at the arbitrary time t (t> t0) arrives at the end of the matrix, And the arrival position (point X in FIG. 13) are the above-mentioned traffic flow behavior parameters (free flow velocity Vf, right / left turn straight forward rate Pi, arrival traffic rate R, lane utilization rate Uij by direction of travel, average vehicle head in stop matrix If the interval Lh, starting wave propagation speed Vw, stop wave propagation speed Vs, in-matrix traveling speed Vq, etc.) and signal switching timing (red signal start time tr, green signal start time tg, etc.) are known, every lane that the vehicle reaches Can be predicted.

  For example, let Q (t0, t) be the cross-sectional traffic volume measured by the vehicle detector 1 from time t0 to time t. The time T when the vehicle that has passed the sensing area of the vehicle detector 1 at time t arrives at the end of the matrix of the lane j in the stop matrix length area, and the position L (T) at the end of the matrix at time T are respectively 2) and can be calculated by the equation (3). However, equation (4) is assumed to hold. If equation (4) holds, there is a vehicle that is completely stopped in the signal queue. Thus, the end of the signal queue can be obtained as the end of the queue of the stopped vehicle up to the longest end position and time.

  FIG. 14 is an explanatory diagram showing an example of a method for predicting the end of the queue when the signal queue is the longest. As shown in FIG. 14, the time when the signal queue is the longest is Tm, and the end position at the time Tm is L (Tm) (point M in FIG. 14). Further, it is assumed that the signal queue becomes the longest when a vehicle that has passed through the sensing area of the vehicle detector 1 reaches the signal queue at time tm. In this case, Tm and L (Tm) can be obtained by equations (5) and (6), respectively. In this case, it is assumed that Expression (7) holds. For a vehicle that has passed the sensing area of the vehicle detector 1 at an arbitrary time t, the time T obtained from the equations (2) and (3) and the L (T) at the end of the matrix at that time are expressed by the equation (5) And when it is substituted for Tm and L (Tm) in Expression (6), it is determined whether or not the equal signs of the Expression (5) and Expression (6) are satisfied. It shows that it became.

  FIG. 15 is an explanatory diagram showing an example of a method for predicting the end of the matrix in the moving matrix length region. As described above, the movement queue length area is a queue area constituted by vehicles that repeatedly move or stop moving in the signal queue. In this case, the time T at which the vehicle that has passed the sensing area of the vehicle detector 1 at an arbitrary time t arrives at the end of the matrix of the lane j in the movement matrix length area, and the position L (T) at the end of the matrix at time T Can be obtained by Expression (8) and Expression (9), respectively. However, equation (10) is assumed to hold. The arbitrary time t is a time after the time tm. As a result, even if the vehicles in the signal queue repeatedly move or stop moving and the signal queue length is decreasing, information related to the signal queue, such as when there is a traffic jam, is accurately predicted by corresponding to the lane can do.

  FIG. 16 is an explanatory diagram showing an example of a method for predicting the end of the matrix when the signal queue shifts from the movement matrix length area to the stop matrix length area. As shown in FIG. 16, the time when the signal queue shifts from the movement queue length region to the stop queue length region (that is, the signal queue shifts from the movement queue length to the stop queue length) is Tn, Let the end position at time Tn be L (Tn) (point N in FIG. 16). Further, it is assumed that the signal queue shifts from the movement queue length region to the stop queue length region when the vehicle that has passed through the detection region of the vehicle detector 1 reaches the signal queue at time tn. In this case, Tn and L (Tn) can be obtained by Expression (11) and Expression (12), respectively. The case where Formula (12) is satisfied is a case where there is a remaining profit.

  Or Tn and L (Tn) can be calculated | required by Formula (13) and Formula (14), respectively. The case where the formula (14) is established is a case where there is no remaining profit. In this case, the shortest length of the signal queue is zero.

  Prediction of the end of the next stop matrix length region after time Tn, that is, a vehicle that has passed the detection region of the vehicle detector 1 at time t (eighth time) after time tn is a lane j in the stop matrix length region. The time T arriving at the end of the matrix and the position L (T) at the end of the matrix at the time T can be obtained by equations (15) and (16), respectively. However, equation (17) is assumed to hold. When the formula (17) is established, it indicates a case where there is a remaining profit.

  Or T and L (T) can be calculated | required by Formula (15) and Formula (18), respectively. However, equation (19) is assumed to hold. The case where the formula (19) is established indicates a case where there is no remaining profit. As a result, even if the signal waiting time is not solved by the green light and there is a remaining profit and the signal queue length is increasing, the information about the signal queue such as at the time of traffic congestion is predicted accurately by corresponding to the lane can do.

  The examples in FIGS. 13 to 16 described above are for straight lanes, but the information at the end of the signal queue can be obtained in the same way for left and right lanes.

  If probe information of a new probe vehicle is obtained and the end of the signal queue can be accurately grasped, the end of the signal queue is predicted in consideration of this. As shown in the above numerical example, if new probe information can be acquired every time 40 seconds elapse, the interval for predicting the signal queue is about 40 seconds at most. It can be said that it is sufficient to predict the signal queue within the time range up to about a second ahead. However, the larger the ratio of probe vehicles, the shorter the prediction interval, so the prediction time range becomes shorter and the prediction accuracy increases accordingly. If a change occurs in the signal switching timing after the prediction, the prediction value may be changed immediately in consideration of this.

  Note that the end of the matrix in the stop matrix length region is switched to the end of the matrix in the moving matrix length region when the starting wave propagates with a blue signal and the end of the matrix starts moving (for example, point M in FIG. 14). As shown in FIG. 14, the end of the latter matrix depends on the in-matrix travel speed Vq and the amount of traffic flowing in, but the end of the longest matrix at the time of stop (point M) has moved at the in-matrix travel speed Vq. Therefore, the end of the matrix can be predicted by approximating this.

  In the above-described embodiment, a vehicle that has passed through the sensing area of the vehicle detector 1 at an arbitrary time using the arrival time and the arrival position at which the probe vehicle has reached the end of the signal queue is the end of the signal queue. The time at which the vehicle arrives and the position at the end of the matrix at that time are obtained, but other positions and times in the travel trajectory of the probe vehicle can also be used.

  FIG. 17 is an explanatory diagram illustrating an example of use of a travel locus of a probe vehicle. As shown in FIG. 17, the probe vehicle reaches the end of the signal queue at time t1 (see point A). Thereafter, the vehicle continues to stop while waiting for a signal, and starts at time t2 (see point B). Then, after time t2, the vehicle travels toward the intersection at the in-matrix traveling speed Vq, and flows out of the intersection at time t3 (point C).

  In this case, instead of using the information when the probe vehicle arrives at the end of the matrix (point A in FIG. 17), the point B where the probe vehicle starts moving after stopping in the matrix or the point C that flows out of the intersection It is also possible to correct the predicted value at the end of the matrix predicted so far using this information.

  Next, the case where the end position of the signal queue at an arbitrary time is predicted will be described. FIG. 18 is an explanatory diagram illustrating an example of calculating the end position of the signal queue at an arbitrary time. A time difference Δt (for example, Δt = t−t1) between an arbitrary time t and the arrival time t1 when the probe vehicle has reached the end of the signal queue is calculated, and the probe vehicle has passed the sensing region of the vehicle detector 1. The position L (t) at the end of the signal queue at an arbitrary time t can be calculated using the arrival traffic volume of the predetermined lane between the time t0 and the time difference Δt and the arrival position L (t1) of the probe vehicle. .

  In this case, it can be calculated by sequentially obtaining the above-mentioned formulas (2), (3), (8), (9), (15), (16), and (18). . Thereby, if it is after acquiring probe information, the end position of the signal queue at an arbitrary time can be sequentially obtained for each lane.

  Here, assuming that the above arbitrary time is estimated at the present or the past and distinguished from the prediction at the future, in the prediction at the end of the future matrix, as is clear from FIG. It is possible to predict the free running time ahead from the position of the vessel 1 to the end of the matrix. This is because the traffic volume has not been measured by the vehicle detector 1 thereafter. In the present embodiment, the above estimation and prediction are not distinguished, and the expression of prediction including both concepts is used.

  If the probe information does not include lateral position information such as the distance from the lane or the roadside, it is not known which lane the probe vehicle is traveling at least until the time when the vehicle exits the intersection. Even when the probe vehicle flows out of the intersection, when a plurality of lanes are available for one traveling direction, the lane in which the probe vehicle has traveled cannot be specified only by the traveling direction of the destination. Such a case can be dealt with by the following method.

  First, the case where the lane at the time of flowing out of the intersection is specified will be described. If the lane that can be used for the traveling direction can be specified when the probe vehicle flows out of the intersection, information on the probe of the probe vehicle (for example, point A, point B, Using the information at point C), the matrix end of the lane is predicted. In particular, in the case of a right turn, this method is meaningful because there are many cases where it can be specified and the utility value of the prediction result is high.

  Next, the case where the difference at the end of the matrix for each lane is used will be described. For example, a straight lane and a right turn lane often have a large difference in the end of the matrix (eg, length). Therefore, when the end of the matrix at the time when the probe vehicle arrives at the end of the matrix is different from the end of the matrix at the predicted time, it can be determined that the lane is not the lane. For this reason, it cannot necessarily be used unless it waits until a probe vehicle flows out of an intersection.

  Next, a case where the identity of the end of a matrix of a plurality of available lanes is used will be described. For example, when multiple lanes are available for one direction of travel, when there are two lanes in the straight direction, or when there are two lanes in the left turn direction, the lane end of either lane (for example, waiting for a signal) It can be considered that the length of the matrix) does not change much. Therefore, in this case, it is determined that both are at the end of the same matrix, and the probe information is used for prediction of the end of the matrix in both lanes. Note that the accuracy of the end of the matrix predicted as described above decreases when time passes too much, so it is necessary to set an expiration date (for example, 1 minute).

  Hereinafter, priority control of the emergency vehicle will be described. FIG. 19 is a schematic diagram showing the priority control of the emergency vehicle. The emergency vehicle is a vehicle that requires urgent priority, such as an ambulance, a patrol car, a fire engine, or a VIP vehicle. As shown in FIG. 19 (a), when priority control for emergency vehicles is not specifically implemented, when the signal queue is generated in all lanes according to the traffic situation at the intersection, the emergency vehicle is at the end of the signal queue. I have to stop at.

  Priority control of emergency vehicles is performed as soon as possible even if there is a possibility that traffic flow near the intersection may be temporarily disturbed by performing priority control of signal display for the road on which the emergency vehicle runs. It responds to the greatest emergency that needs to be prioritized to urgently move to a destination such as a hospital or case site.

  For example, as shown in FIG. 19 (b), when the emergency vehicle reaches the vicinity of the intersection, the emergency vehicle is stopped before the intersection by controlling the signal display so as to cancel the signal queue in at least one lane. It can be passed without. Further, as shown in FIG. 19C, even when the signal queue is generated in all the lanes when the emergency vehicle reaches the vicinity of the intersection, the queue length of the signal queue of at least one lane is gradually shortened. By controlling the signal display so that the vehicle in the queue moves (that is, the vehicle in the queue moves), the emergency vehicle can be passed without stopping before the intersection.

  The planned travel route from the current location of the emergency vehicle to the destination can be determined in advance by route search based on an evaluation index such as the shortest distance (assuming the travel speed of the emergency vehicle is constant), manual setting, or the like. The priority control can be a two-stage control of the initial priority control and the full-scale priority control when the vicinity of the intersection is in a traffic jam, and can be only the full-scale priority control when the traffic is not in a traffic jam. . Note that only the initial priority control or only the full-scale priority control can be performed regardless of the traffic jam near the intersection.

  In the initial priority control, when the signal queue length of all lanes at the intersection is larger (longer) than a predetermined threshold (predetermined length), the signal display is controlled so that the matrix length of at least one lane is less than the predetermined length. Is. The full priority control does not stop due to the signal display at the intersection when the emergency vehicle reaches a predetermined point on the upstream side of the road flowing into each intersection or a predetermined distance from each intersection to the upstream side. Thus, the signal display is controlled. By performing the initial priority control in advance before the full-scale priority control is started, the queue length of the signal queue of at least one lane can be made equal to or less than a predetermined threshold value, and the emergency vehicle can be reliably and quickly made at the intersection. Can be passed.

  FIG. 20 is an explanatory diagram showing the relationship between the initial priority control and the full-scale priority control. In FIG. 20, the horizontal axis indicates time, and the vertical axis indicates position (distance). Moreover, the diagonal line in FIG. 20 shows the travel plan route of the emergency vehicle. The emergency vehicle priority control apparatus 100 performs the initial priority control at each intersection based on the planned initial priority control. In this case, the initial priority is based on the time when the emergency vehicle is predicted to reach a predetermined position upstream of the intersection and the initial priority control time predicted to be required for the signal queue length to be equal to or shorter than the predetermined distance. Start control.

  For example, as shown in FIG. 20, the initial priority control at the intersection W1 is such that the signal queue length is equal to or less than a predetermined distance (end of the initial priority control) when the emergency vehicle reaches the intersection W1. Start earlier by the initial priority control time. The full priority control at the intersection W1 starts when the emergency vehicle reaches the predetermined point E1 upstream of the intersection W1, and controls the signal display so that the emergency vehicle can pass through the intersection W1 without stopping.

  In addition, at the intersection W2, the signal queue length is already less than or equal to the predetermined distance in at least one lane, indicating that it is not necessary to perform the initial priority control. The full-scale priority control at the intersection W2 starts when the emergency vehicle reaches the predetermined point E2 upstream of the intersection W2, and controls the signal display so that the emergency vehicle can pass through the intersection W2 without stopping. Thereafter, the initial priority control and the full-scale priority control are similarly performed at other intersections.

  In addition, it is preferable that the priority control of each intersection is started slightly earlier in consideration of a change in the end position of the signal queue, a predicted travel route of the emergency vehicle, a prediction error of the priority control time, and the like. When a prediction error is found immediately before or during the start of priority control, the start time, end time, or priority control time of priority control can be adjusted in consideration of the prediction error.

  Next, details of the initial priority control will be described. When performing the initial priority control, the initial priority control is planned for each intersection on the planned travel route of the emergency vehicle. It is assumed that the position at the end of the matrix (maximum value or average value of the matrix length in the signal period) of the current lane on the road upstream of each intersection continues for the time being. If the position at the end of the matrix is greater than or equal to the predetermined distance Lm for all lanes, change the signal switching timing of the intersection corresponding to the road so that it is less than or equal to the predetermined distance Lm for at least one lane. To. The matrix length of the lane is shortened by extending the green light or shortening the red light. The extension of the green light or the shortening of the red light can include an extension of the right turn blue arrow and a constant left turn. As the predetermined distance Lm, for example, a limit distance where the number of signal waiting times is two times or more (start of traffic jam) can be set, and a different distance can be set for each lane. Which lane matrix length is set to be equal to or less than the predetermined distance Lm can be selected in consideration of optimality as described later. Not only a blue signal extension or a red signal shortening, but also a blue signal shortening or a red signal extension can be used. In this case, when the emergency vehicle can pass through the intersection (for example, the emergency vehicle is in the immediate vicinity of the intersection and can overtake the vehicle that has stopped in front and enter the intersection) If the total red time is increased by shortening or extending red, the traffic volume of ordinary vehicles decreases, and emergency vehicles more easily pass through intersections.

  FIG. 21 is an explanatory diagram showing an example of selecting a left turn lane in the initial priority control. As shown in FIG. 21, when there is a left turn lane at the intersection, the left turn lane is selected, and control information is generated so that the left left turn lane signal display can always turn left. As shown in FIG. 21 (a), when there are signal queues in all lanes, it is possible to turn left at all times to the left turn exclusive lane. The matrix disappears.

  For example, the start wave propagation speed at the time of a green light on the left turn lane is Vwg, the start wave propagation speed at the time of a red signal is Vwr, the split (probability of green light time) in the travel direction is Gs, and the signal queue length of the left turn lane is Assuming L, the time Tc until the signal queue is cleared can be obtained by Expression (20).

  As a result, the signal queue of the left turn lane is eliminated, the influence on the traffic flow at the intersection is minimized, and the emergency vehicle can be preferentially passed at the intersection.

  FIG. 22 is an explanatory diagram showing an example of selecting a lane with the shortest signal queue length in the initial priority control. As shown in FIG. 22A, the lane having the smallest difference from the predetermined length is selected from the matrix length of each lane, and control information is generated to extend the blue signal or shorten the red signal of the selected lane. . In FIG. 22A, the right turn lane is selected because the difference between the signal queue length of the right turn lane and the predetermined length is the smallest. That is, pay attention to the lane whose end position is closest to the position of the predetermined distance (the shortest matrix length from the predetermined distance), and the blue time of one cycle of the lane (the right turn blue arrow time in the case of the right turn lane) ) Is extended by ΔTg (the maximum allowable increment).

  Assuming that the signal queue length of the lane (the right turn lane in FIG. 22) is L, the starting wave propagation velocity is Vw, and the signal period is Ts, the time Td until the matrix length becomes equal to or less than the predetermined distance Lm is given by equation (21) Can be obtained. As shown in FIG. 22 (b), the matrix length approaches the predetermined length in the first period of the signal period, and as shown in FIG. 22 (c), the matrix length is equal to or less than the predetermined length in the second period. As a result, it is possible to shorten the time required for the signal waiting queue length to be equal to or shorter than the predetermined length as much as possible, minimize the influence on the traffic flow at the intersection, and pass the emergency vehicle preferentially at the intersection.

  FIG. 23 is an explanatory diagram illustrating an example in which a lane is selected based on the signal queue length and the amount of queue length gain in the initial priority control. In this case, by using the starting wave propagation velocity Vw at the starting position where the stopped vehicle in the signal queue starts with a green light, the wake-up time until the queue length of each lane becomes a predetermined threshold (predetermined length) or less is set for each lane. To calculate. Then, the lane having the smallest calculated burn time is selected, and control information is generated to extend the blue signal of the selected lane or shorten the red signal. That is, Formula (21) is calculated | required with respect to all the lanes, and the lane of the shortest (short) time Td is selected. In the example of FIG. 23, a straight lane is selected. As a result, even if the signal queue is long, select a lane that has a large amount of profit for vehicles waiting in queue and results in a short time until the queue length for signal waiting falls below a predetermined length. It can be preferentially passed.

  In addition, as a method for selecting a lane, attention can be paid to the intersection outflow direction of the emergency vehicle. That is, the lane corresponding to the intersection direction of the emergency vehicle is selected, and control information is generated so as to extend the blue signal of the selected lane or shorten the red signal. Thereby, the traveling behavior of the emergency vehicle until the emergency vehicle enters the intersection and flows out of the intersection can be made to follow the traveling direction of the lane, and the emergency vehicle suddenly changes the traveling direction in the intersection. There is no need to change the lane suddenly, and it is possible to avoid dangerous driving of the emergency vehicle.

  By performing the above-described initial priority control, when the matrix length of all lanes is longer than the predetermined distance, the matrix length can be set to be equal to or smaller than the predetermined distance in advance for at least one lane. Since the times Tc and Td required for the initial priority control can be estimated by the equations (20) and (21), the time Tc or Td and the emergency vehicle reach the intersection on the travel route. Then, the initial priority control of the intersection can be started based on the predicted time.

  The initial priority control described above is basically performed in units of major intersections, but the following measures can be taken in consideration of changes in traffic conditions due to the initial priority control. That is, (1) initial priority control is sequentially performed from the upstream main intersection on the route traveled by the emergency vehicle. (2) The initial priority control of the downstream intersection is performed in consideration of the increase in traffic at the downstream intersection due to the initial priority control. .

  For example, it is assumed that one period of blue time is extended by ΔTg seconds in the initial priority control. If the traveling speed in the matrix of the traveling direction of the emergency vehicle is Vq, the amount of profit increases by the distance of VqΔTg per cycle. Therefore, when initial destination control is performed for n cycles, nVqΔTg is increased as a demand amount to the currently obtained downstream intersection (in the case of m lanes, the per-lane increase is a matrix increase of nVqΔTg / m). Thereby, when performing initial priority control, the matrix length between intersections can be adjusted. The above-described adjustment of the traffic volume between intersections can also be applied to full-scale priority control.

  Next, details of the full-scale priority control will be described. FIG. 24 is an explanatory diagram showing the relationship between the signal queue and the travel trajectory of the emergency vehicle when full-scale priority control is performed. As shown in FIG. 24, at the current time t, the number of waiting vehicles increases from the red signal start time tr, and the end position of the signal queue extends upstream (the queue length becomes longer). Then, the emergency vehicle traveling toward the intersection at the free flow velocity Vf becomes the end of the queue of the signal queue (point E in FIG. 24) at time ta, and the end position (matrix length) at that time is L (ta). And If the example of FIG. 24 indicates the end of the matrix of the straight lane, the time when the emergency vehicle is at the end of the matrix and the end position at that time can be obtained for other lanes as well. Of course, the tail time and the tail position as the tail may be different for each lane and may be the same.

  In the state of the example of FIG. 24, the emergency vehicle must stop at the end of the signal queue, and in order to avoid this, the following full priority control is performed. FIG. 25 is an explanatory diagram showing an example of full-scale priority control when the green light time is extended. First, the arrival time at which the emergency vehicle at the end position of the signal queue reaches the intersection when there is no signal queue is calculated. For example, assuming that the end position at the end time ta when the emergency vehicle is at the end of the matrix is L (ta) and the free flow velocity is Vf, the arrival time can be calculated by L (ta) / Vf. Then, a time difference (ta-tr) from the red signal start time tr immediately to the end time ta to the end time ta is calculated, and the extension time ΔTg of the green light is calculated by the equation (22) using the calculated arrival time and time difference. calculate.

  The emergency vehicle priority control device 100 generates control information to extend the green signal based on the calculated extension time ΔTg of the green signal. By extending the blue light, that is, delaying the red signal start time (the red signal start time is tr ′), the emergency vehicle can pass through the intersection without encountering the signal queue.

  FIG. 26 is an explanatory diagram showing an example of full-scale priority control when the red signal time is shortened. First, a propagation time in which a start position where a stopped vehicle in the signal queue starts with a blue signal propagates to a tail position of an emergency vehicle at a start wave propagation speed Vw is calculated. For example, if the end position at the end time ta when the emergency vehicle is at the end of the matrix is L (ta), the propagation time can be calculated by L (ta) / Vw. Then, a time difference (tg−ta) from the tail time point ta to the green signal start time point tg closest to the tail time point ta is calculated, and the red signal shortening time ΔTr is calculated by the equation (23) using the calculated propagation time and time difference. calculate.

  The emergency vehicle priority control apparatus 100 generates control information to shorten the red signal based on the calculated red signal shortening time ΔTr. By shortening the red signal, that is, by accelerating the start time of the green signal (the new green signal start time is set to tg ′), the stopped vehicle in the signal queue is started earlier, and the vehicle in the signal queue is Even if the vehicle travels at the in-line travel speed Vq and the emergency vehicle comes to the end of the signal queue, it can travel to the intersection at the in-matrix travel speed Vq without stopping the emergency vehicle.

  In addition, the emergency vehicle priority control device 100 can extend the calculated green light extension time ΔTg when the emergency vehicle can be passed without stopping at the intersection by either the extension of the green light or the extension of the red light. Control information can also be generated to either extend the blue signal or shorten the red signal based on the shorter one of the red signal shortening times ΔTr. Thereby, the influence which it has on the traffic flow by priority control can be minimized. The tail time point ta at which the emergency vehicle ends at the end of the matrix such that the extension time ΔTg of the green light and the shortening time ΔTr of the red light are equal can be obtained by Expression (24). For example, when the emergency vehicle is at the end of the signal queue, the end position (matrix length) is 100 m, the red signal time is 60 seconds, the free flow velocity Vf is 15 m / s, and the starting wave propagation velocity Vw is 6 m / s. Then, ta is 35 seconds from the red signal start time, which is the maximum value of the blue signal extension time and the red signal reduction time.

  In addition, the above-described full-scale priority control needs to be updated from moment to moment because the emergency vehicle travel trajectory and the prediction of the end of the queue of the signal queue may change as the emergency vehicle approaches the intersection. That is, for example, in the case of a green light extension, the full priority control is continuously performed until the emergency vehicle passes the stop line of the intersection, and when the emergency vehicle passes the intersection, the red signal can be started immediately. Also, in the case of red signal shortening, it is possible to set the start of the green signal at a timing with a slight margin by updating the prediction of the running track of the emergency vehicle and the end of the queue of the signal queue every moment. . In the case where the emergency vehicle does not stop at the end of the queue even with the current signal control, it is considered unnecessary to implement the above-mentioned full-scale priority control. However, as described above, allowance for the prediction error is considered. Therefore, it may be necessary to shorten the red signal slightly.

  In the above-described full-scale priority control, the blue signal extension includes the case where the blue arrow signal is extended. In addition, when there is a left turn lane at the intersection, it is possible to respond by always allowing a left turn as in the above-described initial priority control.

  Next, the operation of the emergency vehicle priority control apparatus 100 according to the present invention will be described. 27 and 28 are flowcharts showing the processing procedure of emergency vehicle priority control. Control unit 10, lane traffic volume calculation unit 12, probe vehicle information identification unit 14, matrix tail information generation unit 15, matrix length determination unit 16, lane selection unit 17, emergency vehicle information identification unit 18, priority control information generation unit 19, etc. The program code for realizing the functions of these units can be loaded into a CPU (not shown) and executed. Hereinafter, the processing procedure of emergency vehicle priority control is described as being performed by the CPU. The CPU determines whether or not the initial priority control plan has been completed (S11). If the plan has not been completed (NO in S11), the CPU acquires the planned travel route of the emergency vehicle (S12).

  The CPU determines whether or not there is a priority control target intersection (for example, a main intersection where the main road intersects) on the planned travel route (S13), and if there is no priority control target intersection (NO in S13), The processing after step S11 is performed.

  When there is a priority control target intersection (YES in S13), the CPU calculates the signal queue length for each current lane of the target intersection (S14), and whether the matrix length of all lanes is equal to or longer than the predetermined length at the present time. It is determined whether or not (S15). Thereby, it is determined whether or not the initial priority control is necessary.

  If the matrix length of all lanes is equal to or longer than the predetermined length at the present time (YES in S15), the CPU selects a lane for initial priority control at the target intersection (S16), and the time required for initial priority control (initial priority control time) ) Is calculated (S17). If the matrix length of all lanes is not longer than the predetermined length at present (NO in S15), that is, if the matrix length is shorter than the predetermined length in at least one lane, the CPU does not perform steps S16 and S17, and will be described later. The process of step S18 is performed.

  The CPU determines whether or not the planning is completed for all the intersections of interest (S18). If the planning is completed (YES in S18), the process of step S11 is performed, and if the planning is not completed (NO in S18). ), The process of step S14 is performed.

  When the initial priority control plan is completed (YES in S11), the CPU acquires the position of the emergency vehicle (S19), and determines whether there is an intersection that needs to correct the initial priority control plan (S20). When there is an intersection that needs to modify the initial priority control plan (YES in S20), the CPU updates the initial priority control plan of the corresponding intersection (S21). For example, when the initial planned position of the emergency vehicle changes, the start time of the initial priority control is corrected. If there is no intersection that needs to modify the initial priority control plan (NO in S20), the CPU performs the process of step S22 described later without performing the process of step S21.

  The CPU determines whether or not there is an intersection at the initial priority control start time (S22). If there is an intersection at the initial priority control start time (YES in S22), the CPU performs initial priority control (S23), and the initial priority control start time. If there is no intersection (NO in S22), the process of step S24 described later is performed without performing the process of step S23.

  The CPU determines whether there is an intersection at the full-scale priority control start time (S24). If there is an intersection at the full-scale priority control start time (YES in S24), the CPU performs full-scale priority control (S25), and the full-scale priority control start time. If there is no intersection (NO in S24), the process of step S26 described later is performed without performing the process of step S25.

  The CPU determines whether or not the emergency vehicle has passed all the target intersections (S26). When the emergency vehicle has not passed all the target intersections (NO in S26), the CPU continues the processing from step S11 onward. If the vehicle has passed the intersection (YES in S26), the process is terminated.

  As described above, according to the present invention, an emergency vehicle can be preferentially passed at an intersection. For example, when an emergency vehicle traveling toward a destination is congested on a road on the travel route, it is possible to avoid a situation where the emergency vehicle has to stop due to traffic jam. In addition, priority control can be surely performed so as not to encounter waiting for a signal.

  In the above-described embodiment, the emergency vehicle priority control device is an example configured as a roadside device installed near an intersection or the like, but is not limited thereto, and the emergency vehicle priority control device is not limited to a traffic control center or the like. It can also be configured as a center device. In this case, information (traffic volume, signal information, etc.) related to each intersection subject to priority control is collected in the center device, and processing such as prediction of the end of the matrix at each intersection is performed in the center device. The emergency vehicle transmits and receives information to and from the center device using wide area communication. And the center apparatus as an emergency vehicle priority control apparatus plans the initial priority control of each intersection, and implements initial priority control and / or full-scale priority control. The roadside device and the center device can be used together to share the functions of the emergency vehicle priority control device between the roadside device and the center device. In this case, the emergency vehicle may transmit / receive information to / from either the roadside device or the center device.

  Further, full-scale priority control can be performed as follows. That is, when an emergency vehicle passes an optical beacon installed upstream of the intersection, the traffic signal controller installed at the intersection acquires that the emergency vehicle has passed the optical beacon as approach information, and the emergency vehicle is a green signal Priority control can be performed so that the vehicle can pass through the intersection. In this case, based on the time when the emergency vehicle passed the optical beacon, the position of the optical beacon, the speed of the emergency vehicle (may be preset or acquired when passing the optical beacon), The travel schedule trajectory of the emergency vehicle may be calculated to determine whether or not the emergency vehicle is at the end of the queue.

  In the above-described embodiment, the emergency vehicle priority control device 100 may be stored in the signal control device 3, or the signal control device 3 may also serve as the emergency vehicle priority control device 100.

  In the above-described embodiment, the control unit 10, the lane traffic calculation unit 12, the probe vehicle information identification unit 14, the matrix end information generation unit 15, the matrix length determination unit 16, the lane selection unit 17, the emergency vehicle information identification unit 18, The priority control information generation unit 19 or the like can be configured by a hardware circuit, or can be configured to load and execute a program code for realizing these functions on the CPU. It can also be configured as a recording medium (for example, an optical disc such as a CD-ROM or DVD, a magnetic disc, a semiconductor memory, etc.) on which the above-described program code is recorded so as to be readable by a computer.

  The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is explanatory drawing which shows the outline | summary of the emergency vehicle priority control method which concerns on this invention. It is a schematic diagram which shows the example of installation of the emergency vehicle priority control system provided with the emergency vehicle priority control apparatus which concerns on this invention. It is explanatory drawing which shows an example of a structure of the emergency vehicle priority control system provided with the emergency vehicle priority control apparatus which concerns on this invention. It is a block diagram which shows an example of a structure of the emergency vehicle priority control apparatus which concerns on this invention. It is explanatory drawing which shows an example of the road sign according to course. It is explanatory drawing which shows the example of driving | running | working of the vehicle in the inflow path which has multiple lanes. It is explanatory drawing which shows an example of the calculation method of the arrival traffic volume rate. It is explanatory drawing which shows the right / left turn straight ahead rate and the lane utilization rate according to the advancing direction. It is explanatory drawing which shows transition of a signal queue. It is explanatory drawing which shows transition of the signal queue in the case of a lane only for a straight vehicle. It is explanatory drawing which shows transition of the signal queue in the case of the lane of only a left turn vehicle. It is explanatory drawing which shows transition of the signal queue in the case of the lane of only a right turn vehicle. It is explanatory drawing which shows an example of the prediction method of the matrix end of a stop matrix length area | region. It is explanatory drawing which shows an example of the prediction method of the queue end in case a signal queue becomes the longest. It is explanatory drawing which shows an example of the prediction method of the matrix end of a movement matrix length area | region. It is explanatory drawing which shows an example of the prediction method of the end of a matrix in case a signal queue transfers to a stop matrix length area | region from a movement matrix length area | region. It is explanatory drawing which shows the example of utilization of the traveling locus of a probe vehicle. It is explanatory drawing which shows the example which calculates the position of the end of the signal queue in arbitrary time. It is a schematic diagram which shows the mode of priority control of an emergency vehicle. It is explanatory drawing which shows the relationship between initial priority control and full-scale priority control. It is explanatory drawing which shows the example which selects the left lane for exclusive use in initial priority control. It is explanatory drawing which shows the example which selects the lane with the shortest signal queue length in initial priority control. It is explanatory drawing which shows the example which selects a lane by the amount of signal queue length and the amount of queue length gains in initial priority control. It is explanatory drawing which shows the relationship between the signal queue in the case of performing full-scale priority control, and the travel locus | trajectory of an emergency vehicle. It is explanatory drawing which shows an example of the full-scale priority control in the case of extending green signal time. It is explanatory drawing which shows an example of the full-scale priority control in the case of shortening red signal time. It is a flowchart which shows the process sequence of emergency vehicle priority control. It is a flowchart which shows the process sequence of emergency vehicle priority control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle detector 2, 6 Communication apparatus 3 Signal control apparatus 4 Signal lamp 5 Image sensor 100 Emergency vehicle priority control apparatus 10 Control part 11 Communication part 12 Lane traffic amount calculation part 13 Storage part 14 Probe vehicle information specific part 15 Matrix tail information Generation unit 16 Matrix length determination unit 17 Lane selection unit 18 Emergency vehicle information identification unit 19 Priority control information generation unit

Claims (16)

In the emergency vehicle priority control device that generates control information for controlling the signal display of the traffic light installed at the intersection so that the emergency vehicle passes through the intersection preferentially,
Route acquisition means for acquiring a planned travel route of the emergency vehicle;
Matrix length calculating means for calculating matrix length information indicating the queue lengths of signal queues of a plurality of lanes at intersections on the planned travel route acquired by the route acquiring means;
Matrix length determination means for determining whether or not the matrix length information calculated by the matrix length calculation means is greater than a predetermined threshold;
Calculating means for calculating time until matrix length information of the plurality of lanes becomes smaller than the threshold;
If queue size information of the plurality of lanes is determined to be greater than the threshold value in the matrix length determination unit, a selection unit time calculated by the calculating means to select a shorter least one lane,
An emergency vehicle priority control apparatus comprising: generating means for generating control information for controlling signal display so that the matrix length information of the lane selected by the selection means is smaller than the threshold value. In the emergency vehicle priority control device that generates control information for controlling the signal display of the traffic light installed at the intersection so that the emergency vehicle passes through the intersection preferentially,
Access information acquisition means for acquiring approach information indicating that the emergency vehicle is approaching the intersection;
Matrix end calculating means for calculating the end of the signal queue at the intersection;
End determination means for determining whether the emergency vehicle is at the end of the queue of the signal queue based on the approach information acquired by the approach information acquisition means and the end of the matrix calculated by the matrix end calculation means;
When it is determined that the emergency vehicle is at the end of the matrix by the end determination means, the end information specifying means for specifying the end time at the end of the matrix and the end position at the end time; and
An acquisition means for acquiring a starting wave propagation speed that is a propagation speed of a position of a starting vehicle where a plurality of stopped vehicles in the signal queue start from the front side with a green light;
The end information specified end point and the end position specifying means, using said starting wave propagation velocity and a predetermined red beginning or green light start time, the emergency vehicle controls the signal display to not stop at the signal queue An emergency vehicle priority control device comprising: generating means for generating control information for performing the operation. In the emergency vehicle priority control device that generates control information for controlling the signal display of the traffic light installed at the intersection so that the emergency vehicle passes through the intersection preferentially,
Route acquisition means for acquiring a planned travel route of the emergency vehicle;
Matrix length calculating means for calculating matrix length information indicating the queue length of the signal queue of the intersection on the planned traveling route acquired by the route acquiring means;
Matrix length determination means for determining whether or not the matrix length information calculated by the matrix length calculation means is greater than a predetermined threshold;
Generating means for generating control information for controlling signal display to make the matrix length information smaller than the threshold when the matrix length determining means determines that the matrix length information is larger than a predetermined threshold;
Approach information acquisition means for acquiring approach information indicating that an emergency vehicle approaches an intersection at which the matrix length information is determined to be smaller than a predetermined threshold by the matrix length determination means;
Matrix end calculating means for calculating the end of the signal queue at the intersection;
End determination means for determining whether the emergency vehicle is at the end of the queue of the signal queue based on the approach information acquired by the approach information acquisition means and the end of the matrix calculated by the matrix end calculation means;
When it is determined that the emergency vehicle is at the end of the matrix by the end determination means, the end information specifying means for specifying the end time at the end of the matrix and the end position at the end time ; and
An acquisition means for acquiring a starting wave propagation speed that is a propagation speed of a position of a starting vehicle where a plurality of stopped vehicles in the signal queue start from the front side with a green light;
With
The generating means includes
Further, a signal is displayed so that the emergency vehicle does not stop in the signal queue using the end time and end position specified by the end information specifying means, the starting wave propagation speed, and the predetermined red signal start time or blue signal start time. An emergency vehicle priority control device configured to generate control information for controlling the vehicle. The matrix tail calculation means is
The emergency vehicle priority control device according to claim 2 or 3, wherein the end of the signal queue at the intersection is calculated for each lane. The selection means includes
When there is a left turn lane at the intersection, it is configured to select the left turn lane,
The generating means includes
The emergency vehicle priority control device according to claim 1 or 3 , wherein control information is generated so that the signal display of the left-turn dedicated lane is always allowed to turn left. Matrix length difference calculating means for calculating a difference between the matrix length information calculated by the matrix length calculating means and the threshold value,
The selection means includes
The lane having the smallest difference calculated by the matrix length difference calculating means is configured to be selected,
The generating means includes
The emergency vehicle priority control device according to claim 1 or 3 , wherein control information is generated so as to extend a blue signal of a lane selected by the selection means or shorten a red signal. An acquisition means for acquiring a starting wave propagation speed that is a propagation speed of a position of a starting vehicle where a plurality of stopped vehicles in the signal queue start from the front side with a green light;
Using said starting wave propagation velocity, and a drainage time calculating means for queue size information calculated by the queue size calculating means for calculating a drainage time until below the threshold for each lane,
The selection means includes
It is configured to select a lane with the shortest earning time calculated by the earning time calculating means,
The generating means includes
The emergency vehicle priority control device according to claim 1 or 3 , wherein control information is generated so as to extend a blue signal of a lane selected by the selection means or shorten a red signal. The selection means includes
It is configured to select a lane corresponding to the intersection outflow direction of the emergency vehicle according to the planned travel route acquired by the route acquisition means,
The generating means includes
The emergency vehicle priority control device according to claim 1 or 3 , wherein control information is generated so as to extend a blue signal of a lane selected by the selection means or shorten a red signal. An arrival time calculating means for calculating an arrival time for the emergency vehicle to reach the intersection from the end position when there is no signal queue;
A first time difference calculating means for calculating a time difference from the latest red signal start time to the end time;
A blue extension time calculating means for calculating an extension time of a green signal using the arrival time calculated by the arrival time calculating means and the time difference calculated by the first time difference calculating means;
The generating means includes
Claim 2, characterized in that is arranged to generate the control information so as to extend the green light on the basis of the extended time calculated by the blue extended time calculating means, either of claims 3 or claim 4 1 The emergency vehicle priority control device described in 1. A propagation time calculating means for calculating a propagation time at which a start position where a stopped vehicle in the signal queue starts with a green light propagates to the end position;
A second time difference calculating means for calculating a time difference from the end time point to the latest green light start time point;
A red shortening time calculating means for calculating a shortening time of a red signal using the propagation time calculated by the propagation time calculating means and the time difference calculated by the second time difference calculating means;
The generating means includes
Claim 2, characterized in that is arranged to generate the control information so as to shorten the red signal based on the shortened time calculated in the red shortened time calculating means, claim 3 or claim 4 The emergency vehicle priority control apparatus as described in one. An arrival time calculating means for calculating an arrival time for the emergency vehicle to reach the intersection from the end position when there is no signal queue;
A first time difference calculating means for calculating a time difference from the latest red signal start time to the end time;
A blue extension time calculation means for calculating an extension time of a green signal using the arrival time calculated by the arrival time calculation means and the time difference calculated by the first time difference calculation means;
A propagation time calculating means for calculating a propagation time at which a start position where a stopped vehicle in the signal queue starts with a green light propagates to the end position;
A second time difference calculating means for calculating a time difference from the end time point to the latest green light start time point;
A red shortening time calculating means for calculating a shortening time of a red signal using the propagation time calculated by the propagation time calculating means and the time difference calculated by the second time difference calculating means;
The generating means includes
Based on the shorter one of the extension time calculated by the blue extension time calculation means and the reduction time calculated by the red reduction time calculation means, control information is provided to perform either the extension of the blue signal or the reduction of the red signal. The emergency vehicle priority control apparatus according to any one of claims 2, 3, and 4 , wherein the emergency vehicle priority control apparatus is configured to generate the emergency vehicle. When the control information for an arbitrary intersection is generated by the generation means, an increase in the queue length for each lane of the signal queue on the planned travel route of the emergency vehicle at the downstream intersection of the intersection using the control information The emergency vehicle priority control apparatus according to any one of claims 1 to 11 , further comprising an increasing matrix length calculating unit that calculates In a computer program for causing a computer to function as means for generating control information for controlling a signal display of a traffic light installed at an intersection so that an emergency vehicle passes through the intersection preferentially,
Computer
Matrix length calculating means for calculating matrix length information indicating the queue length of the signal queue of a plurality of lanes at the intersection on the planned travel route of the emergency vehicle;
Matrix length determination means for determining whether or not the calculated matrix length information is greater than a predetermined threshold;
Calculating means for calculating time until matrix length information of the plurality of lanes becomes smaller than the threshold;
If queue size information of the plurality of lanes is determined to be greater than the threshold, the selection means the calculated time is to select a shorter least one lane,
A computer program that functions as a generation unit that generates control information for controlling signal display so that matrix length information of a selected lane is smaller than the threshold value. In a computer program for causing a computer to function as means for generating control information for controlling a signal display of a traffic light installed at an intersection so that an emergency vehicle passes through the intersection preferentially,
Computer
A matrix end calculating means for calculating the end of the signal queue at the intersection;
Tail determining means for determining whether the emergency vehicle is at the end of the queue of the signal queue based on the approach information indicating that the emergency vehicle is approaching the intersection and the end of the matrix of the intersection;
If it is determined that the emergency vehicle is at the end of the matrix, the end information specifying means for specifying the end time at the end of the matrix and the end position at the end time;
The specified end time and end position, the propagation speed of the position of the starting vehicle where a plurality of stopped vehicles in the signal queue start from the head side with a green signal , and the acquired starting wave propagation speed and the predetermined red signal start time or A computer program that functions as generation means for generating control information for controlling signal display so that the emergency vehicle does not stop in a signal queue by using a green signal start time point. In the emergency vehicle priority control method by the emergency vehicle priority control device for generating control information for controlling the signal display of the traffic light installed at the intersection so that the emergency vehicle passes through the intersection preferentially,
Get the planned travel route of the emergency vehicle,
Calculate the matrix length information indicating the queue length of the signal queue of the plurality of lanes at the intersection on the acquired planned travel route,
Determine whether the calculated matrix length information is greater than a predetermined threshold,
Calculating the time until the matrix length information of the plurality of lanes becomes smaller than the threshold,
If queue size information of the plurality of lanes is determined to be greater than the threshold, time calculated to select a short at least one lane,
An emergency vehicle priority control method, comprising: generating control information for controlling signal display so that matrix length information of a selected lane is smaller than the threshold value. In the emergency vehicle priority control method by the emergency vehicle priority control device for generating control information for controlling the signal display of the traffic light installed at the intersection so that the emergency vehicle passes through the intersection preferentially,
Get access information indicating that the emergency vehicle is approaching the intersection,
Calculating the end of the signal queue at the intersection;
Based on the acquired approach information and the calculated end of the queue, determine whether the emergency vehicle is at the end of the queue of the signal queue,
If it is determined that the emergency vehicle is at the end of the matrix, specify the end time at the end of the matrix and the end position at the end time,
Obtain the starting wave propagation speed, which is the propagation speed of the position of the starting vehicle where multiple stopped vehicles in the signal queue start from the front side with a green light,
Control for controlling the signal display so that the emergency vehicle does not stop in the signal queue by using the specified end time and end position, the acquired starting wave propagation velocity and the predetermined red signal start time or blue signal start time An emergency vehicle priority control method characterized by generating information.

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