Information processing device, signal control parameter calculation method, and computer program

Abstract

To generate a signal control parameter on which traffic states of both of a vehicle and a pedestrian are reflected.SOLUTION: An information processing device includes: an acquisition section for acquiring traffic data required for calculating a load factor of an inflow passage toward an intersection; and an information processing section for calculating a signal control parameter to be applied to the intersection based on the load factor calculated from the traffic data. The load factor includes the following vehicle load factor and the following pedestrian load factor. The vehicle load factor is a traffic index indicating a ratio of a vehicle traffic amount in the inflow passage to a saturation traffic flow rate. The pedestrian load factor is a traffic index indicating a demand degree of a pedestrian on traverse at the intersection.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to an information processing device, a signal control parameter calculation method, and a computer program. [Background technology]

[0002] Patent Document 1 describes MODERATO (Management by Origin-Destination Related Adaptation for Traffic Optimization) as a type of remote control performed by a central device in a traffic control center. MODERATO is a system that automatically generates signal control parameters such as split and cycle length based on the load factor (= (incoming traffic volume + number of queuing vehicles) / saturation traffic flow rate) for each approach road at an intersection.

[0003] Patent document 2 describes that in a step table applied to a traffic signal controller that is the object of remote control such as MODERATO, only pedestrian green (PG) is set as a variable step within one aspect. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2016 / 147350 [Patent Document 2] Japanese Patent Application Laid-Open No. 2014-227060 Summary of the Invention [Problem to be solved by the invention]

[0005] In Patent Document 1, the traffic data required to calculate the load factor is only data related to vehicle traffic (inflow traffic volume and number of queuing vehicles), and does not include traffic data related to pedestrians. Therefore, it is not assumed that the traffic conditions of pedestrians near intersections will be reflected in the signal control parameters. In view of the above-mentioned conventional problems, a first object of the present disclosure is to generate signal control parameters that reflect the traffic conditions of both vehicles and pedestrians.

[0006] If only the pedestrian green signal is set to a variable step as in Patent Document 2, when the pedestrian green signal indicates that both pedestrians and left-turning vehicles have the right of way, it is not possible to prevent pedestrians and left-turning vehicles from crossing even if the length of the pedestrian green signal is adjusted by remote control. This makes it difficult to prevent queues of left-turning vehicles from forming while pedestrians are waiting to cross. In view of the above conventional problems, a second object of the present disclosure is to suppress the occurrence of queues of left-turning vehicles. [Means for solving the problem]

[0007] An apparatus according to one aspect of the present disclosure is an information processing apparatus including an acquisition unit that acquires traffic data necessary for calculating a load rate of an incoming road leading to an intersection, and an information processing unit that calculates signal control parameters to be applied to the intersection based on the load rate calculated from the traffic data, wherein the load rate includes the following vehicle load rate and the following pedestrian load rate: Vehicle load factor: A traffic index that indicates the ratio of vehicle traffic volume on an incoming road to the saturation traffic flow rate. Pedestrian load factor: A traffic index that indicates the degree of pedestrian demand for crossing an intersection.

[0008] The present disclosure can be realized not only as an apparatus or system having the above-described characteristic configuration, but also as a program for causing a computer to execute such characteristic configuration. Furthermore, the present disclosure can be realized as a semiconductor integrated circuit that realizes part or all of the apparatus and system. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to generate signal control parameters that reflect the traffic conditions of both vehicles and pedestrians. According to the present disclosure, it is possible to prevent queues of left-turning vehicles from occurring. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a perspective view showing an example of the overall configuration of a traffic signal control system. [Figure 2] FIG. 2 is a block diagram showing an example of the internal configuration of the central device and the on-board device of the probe vehicle. [Figure 3] FIG. 3 is an explanatory diagram showing an example of a traffic index used for remote control. [Figure 4] FIG. 4 is a flowchart showing an outline of the remote control executed by the central device. [Figure 5] FIG. 5 is a flowchart showing an example of a first calculation process for the number of seconds for a step. [Figure 6] FIG. 6 is a diagram showing an example of a stage table to which the first calculation process can be applied. [Figure 7] FIG. 7 is a flowchart showing an example of the second calculation process of the number of seconds for a step. [Figure 8] FIG. 8 is a diagram showing an example of a stage table to which the second calculation process can be applied. DETAILED DESCRIPTION OF THE INVENTION

[0011] <Summary of Embodiments of the Present Disclosure> Hereinafter, an outline of an embodiment of the present invention will be listed and described. (1) A device according to one aspect of this embodiment is an information processing device that includes an acquisition unit that acquires traffic data necessary for calculating a load factor of an incoming road leading to an intersection, and an information processing unit that calculates signal control parameters to be applied to the intersection based on the load factor calculated from the traffic data, wherein the load factor includes the following vehicle load factor and the following pedestrian load factor: Vehicle load factor: A traffic index that indicates the ratio of vehicle traffic volume on an incoming road to the saturation traffic flow rate. Pedestrian load factor: A traffic index that indicates the degree of pedestrian demand for crossing an intersection.

[0012] According to the information processing device of this embodiment, the load rate of the incoming road leading to the intersection includes the above-mentioned vehicle load rate and the above-mentioned pedestrian load rate, so that not only the demand for vehicles passing through the incoming road but also the demand for pedestrians crossing the incoming road are reflected in the load rate of the incoming road. Therefore, by performing remote control based on the load factor, it is possible to generate signal control parameters that reflect the traffic conditions of both vehicles and pedestrians, thereby achieving the first object described above.

[0013] (2) In the information processing device of (1) above, the pedestrian load rate may be defined by the following equation (3): Cρi={(q0i / A0i+q1i / A1i+q2i / A2i) / σfi}×α ...(3) however, Cρi: Pedestrian load factor on approach road i Ci: Crosswalk on the left side when viewed from approach road i q0i: Number of pedestrians crossing the crosswalk Ci (people / second) q1i: Number of pedestrians waiting on one side of crosswalk Ci (people / second) q2i: Number of pedestrians waiting on the other side of crosswalk Ci (people / second) A0i: Area of ​​crosswalk Ci (m 2 ) A1i: Area of ​​the area where pedestrians can wait on one side of the crosswalk Ci (m 2 ) A2i: Area of ​​the area where pedestrians can wait on the other side of the crosswalk Ci (m 2 ) σfi: Pedestrian saturation level (people / m 2 ) α: Consideration ratio of pedestrian traffic to vehicle traffic

[0014] By employing the above formula (3), it is possible to calculate the pedestrian load factor that accurately reflects the degree of pedestrian demand for crossing the intersection.

[0015] (3) In the information processing device of (1) or (2) above, the information processing unit executes a first calculation process which is a calculation process of the number of step seconds for a step table in which a pedestrian right of way and a left-turning vehicle right of way are included in one phase, and the first calculation process may include a process of allocating the allocable time of the phase to pedestrian green and pedestrian red in accordance with a predetermined allocation policy.

[0016] In this case, the allocable time of the indicated light is allocated to the pedestrian green light and the pedestrian red light, which makes it easier to avoid crossings between pedestrians and left-turning vehicles compared to when allocating the allocable time only to the pedestrian green light. Therefore, it is possible to prevent queuing caused by vehicles turning left while pedestrians are waiting to cross the street, thereby achieving the second object described above.

[0017] (4) In the information processing device of (3) above, the allocation policy may include a first policy that keeps the total time of the pedestrian green and the pedestrian red unchanged before and after allocation. In this way, the total time for steps other than Pedestrian Green and Pedestrian Red is maintained constant, so that the allocable time can be allocated without affecting controls such as terminal-responsive control performed on other steps.

[0018] (5) In the information processing device of (3) or (4) above, the allocation policy may include a second policy that allocates the allocable time to pedestrian green and pedestrian red depending on the amount of pedestrian demand at the current sign. In this way, appropriate time allocation can be made according to actual pedestrian demand.

[0019] (6) In the information processing device of (5) above, the second policy may include allocating all of the allocable time to the pedestrian red light when the pedestrian demand of the current sign is less than a predetermined threshold. In this way, when there is relatively little pedestrian demand at the current intersection, time allocation can be made to give priority to left-turning vehicles.

[0020] (7) In the information processing device of (5) or (6) above, the second policy may include allocating the allocable time to the pedestrian green and the pedestrian red in the ratio of the pedestrian load rate at the current signal to the vehicle load rate in the left-turn direction when the pedestrian demand at the current signal is equal to or greater than a predetermined threshold. In this way, when there is a relatively large amount of pedestrian demand at the current intersection, it is possible to allocate time for pedestrians and left-turning vehicles in accordance with the actual traffic situation.

[0021] (8) In the information processing device of (1) to (7) above, the information processing unit executes a second calculation process which is a calculation process of the number of step seconds for a step table in which the right of way for pedestrians is included in the preceding aspect and the right of way for vehicles turning left is included in the next succeeding aspect, and the second calculation process may include a process of allocating an allocation split value of the preceding aspect to the preceding aspect and the succeeding aspect in accordance with a predetermined allocation policy.

[0022] In this case, the allocation split value of the preceding aspect is allocated to the preceding and succeeding aspects, making it easier to avoid crossings between pedestrians and left-turning vehicles compared to when only the pedestrian green of the preceding aspect is adjusted. Therefore, it is possible to prevent queuing caused by vehicles turning left while pedestrians are waiting to cross the street, thereby achieving the second object described above.

[0023] (9) In the information processing device of (8) above, the allocation policy may include a third policy that keeps the total value of the split of the preceding aspect and the split of the succeeding aspect unchanged before and after allocation. In this way, the splits of aspects other than the preceding and succeeding aspects are maintained constant, so that the allocation split value can be allocated without affecting control such as terminal response control performed for other aspects.

[0024] (10) In the information processing device of (9) above, the allocation policy may include a fourth policy that allocates the allocation split value to the preceding aspect and the succeeding aspect depending on the amount of pedestrian demand for the preceding aspect. In this way, splits can be appropriately allocated according to actual pedestrian demand.

[0025] (11) In the information processing device of (10) above, the fourth policy may include allocating the allocated split value to the subsequent aspect when the pedestrian demand of the aspect is less than a predetermined threshold. In this way, when there is relatively little pedestrian demand for the preceding aspect, it is possible to allocate a split that gives priority to left-turning vehicles.

[0026] (12) In the information processing device of (10) or (11) above, the fourth policy may include allocating the allocation split value to the preceding aspect and the following aspect in a ratio of the pedestrian load rate at the preceding aspect to the vehicle load rate in the left-turn direction when the pedestrian demand at the preceding aspect is equal to or greater than a predetermined threshold. In this way, when there is a relatively large amount of pedestrian demand for the preceding aspect, split allocation can be made for pedestrians and left-turning vehicles in accordance with the actual traffic situation.

[0027] (13) A method according to one aspect of this embodiment is a signal control parameter calculation method executed by the information processing device described above in (1) to (12). Therefore, the calculation method of this embodiment has the same effects as the information processing device described above in (1) to (12).

[0028] (14) A computer program according to one aspect of this embodiment is a computer program that causes a computer to function as the information processing device described above in (1) to (12). Therefore, the computer program of this embodiment has the same effects as the information processing device described above in (1) to (12).

[0029] <Details of the embodiment of the present disclosure> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings. At least some of the embodiments described below may be combined in any desired manner.

[0030] [Definition of terms] Before describing the details of this embodiment, the terms used in this specification will be defined. "Vehicle": refers to all vehicles that travel on roads. Therefore, in addition to automobiles, light vehicles, and trolleybuses, motorcycles also fall under the category of vehicles. In this embodiment, the term "vehicle" simply refers to both a probe vehicle having an on-board device capable of transmitting probe information and a normal vehicle not having such an on-board device.

[0031] "Probe information": refers to various information about a vehicle sensed by a probe vehicle traveling on the road. Probe information is also called probe data or floating car data. The probe information includes various vehicle data such as the identification information of the probe vehicle, vehicle position, vehicle speed, vehicle direction, and the time of occurrence of these data. The probe information may also be information such as position and acceleration acquired by a smartphone or tablet in the vehicle.

[0032] "Probe vehicle": A vehicle that senses probe information and transmits it to the outside. Vehicles traveling on roads include both probe vehicles and other vehicles. However, even if a vehicle does not have a dedicated on-board device capable of transmitting probe information, if it has a mobile terminal such as a smartphone that can transmit its current location, it is considered to be a probe vehicle.

[0033] "Vehicle detector": A detector installed at an appropriate location on a road within a traffic control area for the purpose of counting the number of vehicles entering an intersection and detecting their speed. Vehicle detectors include ultrasonic vehicle detectors that use ultrasonic waves to detect vehicles passing directly below, magnetic vehicle detectors that detect vehicles through changes in inductance, image vehicle detectors that take time-series images of vehicle traffic, and optical beacons (optical vehicle detectors) that communicate with vehicles using near-infrared light.

[0034] "Signal control parameters": The time elements of signal display, namely, cycle length, split and offset, are collectively called signal control parameters or signal control constants. "Cycle length": The time from the start of a traffic signal's green (or red) phase to the start of the next green (or red) phase. In Japan, the law stipulates that a green traffic light must be called "green."

[0035] "Split": The ratio of the time allocated to each phase to the cycle length. Generally expressed as a percentage or a ratio. Strictly speaking, it is the effective green time divided by the cycle length. "Offset": In coordinated or local control, this refers to the deviation of a certain point in a signal display, such as the start of a green light on a main road, from a reference point common to the group of signals in question, or the deviation of the start point of the same display between adjacent intersections. The former is called absolute offset, and the latter is called relative offset, and is expressed as a time (seconds) or a percentage of the period.

[0036] "Phase": A group of multiple traffic flows passing through an intersection that are simultaneously given the right of way, or a time period during a cycle when the right of way is assigned to that group. "Step": The smallest unit for specifying the combination of the display states of all traffic lights at an intersection. Also called "step." Types of steps include, for example: The time (seconds) set for each step is called step seconds or step seconds.

[0037] PG (Pedestrian Green): Pedestrian Green PF (Pedestrian Flashing): Pedestrian flashing blue light PR (Pedestrian Red): Pedestrian Red Y (Yellow): Yellow vehicle AR (All Red): All red (all lights are red) RG(Right): Right turn arrow blue

[0038] "Queue": A line of vehicles stopped before the stop line at an intersection, for example, while waiting for a red light. "Link": A road section that connects nodes such as intersections and has an uphill or downhill direction. When viewed from an intersection, a link that flows into the intersection is called an inflow link, and when viewed from an intersection, a link that flows out of the intersection is called an outflow link.

[0039] "Travel time": The time required for a vehicle to travel a certain distance. Travel time includes stop times and delays along the way. "Link travel time": The travel time when the road section used as the unit for calculating travel time is a "link," that is, the travel time required for a vehicle to travel from the start point to the end point of a link.

[0040] "Traffic capacity": The traffic capacity of a road refers to the maximum number of vehicles that can comfortably travel in one direction on a road or a specified section of one lane within a certain period of time, given road conditions such as road shape, width, gradient, etc., and traffic conditions such as vehicle type composition and speed limit. However, on two-lane or three-lane roads, both traffic volumes are taken into account.

[0041] "Traffic volume": The number of vehicles passing through within a unit of time. Unless otherwise specified, it is expressed as the number of vehicles passing through in one hour, but for control and evaluation purposes, traffic volume over a short period of time, such as seconds, 5 minutes, or 15 minutes, may be used. Generally, traffic volume increases in response to traffic demand, but decreases when traffic demand exceeds traffic capacity.

[0042] "Load rate": In an oversaturated state, it is necessary to consider the "load traffic volume," which is the number of vehicles passing through the stop line plus the number of vehicles waiting in line, as a variable to be controlled. The ratio of the load traffic volume (traffic flow rate) per unit time to the saturation traffic flow rate is called the load rate. When the number of vehicles remaining due to oversaturation is small, the load rate is equivalent to the demand rate. "Traffic demand": Traffic demand is the volume or flow rate of traffic arriving at the stop line of an entrance road within a certain period of time for a given intersection or entrance road, or for a specific traffic route.

[0043] "Traffic flow rate": The number of vehicles passing through a certain section of a lane or roadway in a certain time (usually less than one hour) converted into a value per unit time (usually one hour). For example, if the traffic volume for 15 minutes is 90 vehicles, the traffic flow rate for this 15 minutes is 360 (vehicles / hour) or 6 (vehicles / minute). Traffic flow rate is the reciprocal of the average headway of vehicles passing through during a certain period of time.

[0044] "Oversaturated, non-saturated, near-saturated": When there are still people waiting in line at the end of the green light, traffic demand exceeds traffic capacity. This state is called "oversaturated." Conversely, when traffic demand is below traffic capacity and the queue clears when the green light ends, this is called a "non-saturated state." A state where the demand rate is high (for example, 0.85 or higher) but not oversaturated is called near-saturation. Note that the demand rate is less than 1.

[0045] "Saturation traffic flow rate": When there is sufficient traffic demand, the maximum number of vehicles that can pass the stop line per lane in a unit time (for example, 1 second) at the entrance to an intersection is called the saturation traffic flow rate. The value of the saturation flow rate will differ depending on the traffic flow pattern, such as when there are dedicated right-turn or left-turn lanes in addition to the straight-through lane. The value of the saturation flow rate will also differ depending on road or traffic conditions, such as lane width and the proportion of large vehicles.

[0046] "Point control": Traffic signal control can be classified into three types based on the number of intersections and spatial configuration: point control, system control, and area control. Of these, point control is a method of controlling signalized intersections individually.

[0047] "System control": A method of controlling a series of adjacent intersections in a linked manner. The feature of this method is that a common cycle length (common cycle length of the system) and offset are determined for multiple signals that are controlled in a system. Area control: A method of collectively controlling a large number of traffic signals installed on a road network that spreads over an area. It is an area-wide expansion of route system control.

[0048] "Fixed-cycle control": Traffic signal control can be classified into three types based on the method of setting signal control parameters: fixed-cycle control, traffic-responsive control, and traffic-adaptive control. Of these, fixed-cycle control is a method in which signal control parameters are set in advance according to the time of day. One of the combinations of signal control parameters (called a program) that are set in advance according to the time of day and day of the week (weekdays, Saturdays, Sundays, and holidays) is selected and implemented.

[0049] "Traffic-responsive control": A method of traffic signal control using vehicle detectors, which is executed by each signal controller. Also known as terminal-responsive control. Traffic-responsive control determines the start and end points of green indication in response to short-term changes in traffic demand, and as a result, changes the green time length and cycle length.

[0050] "Traffic adaptive control": A control method in which a central device in a traffic control center changes signal control parameters for traffic signal controllers at important intersections, or traffic signal controllers at multiple intersections that are controlled by coordinated or area control. Since the central device remotely controls one or more traffic signal controllers, this is also called "remote control" in this embodiment. Traffic adaptive control allows for advanced systematic control that responds to fluctuations in traffic flow, and is therefore applied to roads where traffic volume and its time fluctuations are large and high traffic processing efficiency is required.

[0051] Traffic adaptive control is divided into two types: "program selection control" and "program formation control." Program selection control is a method of selecting from multiple pre-prepared combinations (programs) the one that is most suitable for the current traffic situation based on information from vehicle detectors, etc. Programmed control is a method that does not prepare a finite number of combinations of signal control parameters, but instantly determines the timing of switching signal control parameters or signal light colors based on information from vehicle detectors, etc.

[0052] "MODERATO" (Management by Origin-DEstination Related Adaptation for Traffic Optimization): The name of program formation control in Japan's UTMS (Universal Traffic Management System). MORERATO is a system that automatically generates signal control parameters based on the load factor (= (incoming traffic volume + number of queuing vehicles) / saturation traffic flow rate) for each approach road at an intersection.

[0053] [Overall configuration of traffic signal control system] FIG. 1 is a perspective view showing an example of the overall configuration of a traffic signal control system 100. As shown in FIG. FIG. 2 is a block diagram showing an example of the internal configuration of the central device 2 and the on-board device 4 of the probe vehicle 3 included in the traffic signal control system 100. As shown in FIG.

[0054] As shown in Figures 1 and 2, the traffic signal control system 100 includes a central device 2 installed in a traffic control center 1, a vehicle detector 5 that detects vehicles 3 passing through the entrance road to intersection Jk, a monitoring sensor 6 that monitors traffic conditions near the intersection including pedestrians, and a traffic signal controller 7 that controls the timing of switching the display state of the traffic lights. The traffic signal control system 100 may include an on-board device 4 (see FIG. 2) of the probe vehicle 3 in order to more accurately grasp the volume of vehicle traffic and the like.

[0055] The traffic signal controllers 7 are installed at a plurality of intersections Jk (k=1 to 12 in the illustrated example) included in the traffic control area. The traffic signal controllers 7 at each intersection Jk are remotely controlled by the central device 2 (for example, MODERATO). However, the traffic control area of ​​the central device 2 may include stand-alone traffic signal controllers that are not subject to remote control but perform point control (such as fixed-cycle control) that independently determine the color of the signal light.

[0056] The traffic signal controller 7 is connected to a router 11 via a dedicated communication line 10 such as a telephone line. The router 11 is connected to the central device 2 via the communication line 10. The central device 2 and the traffic signal controllers 7 at each intersection Jk form a LAN (Local Area Network). Therefore, the central device 2 can communicate with each traffic signal controller 7, and each traffic signal controller 7 can also communicate with the traffic signal controllers 7 at other intersections Jk.

[0057] The vehicle detector 5 is a near-infrared reflective ceiling-mounted sensor, and is connected to the traffic signal controller 7 by, for example, a dedicated signal line. The traffic signal controller 7 has a function of relaying the detection signal received from the vehicle detector 5. The detection signals measured by the vehicle detectors 5 are collected by the traffic signal controllers 7 connected to the vehicle detectors 5. The traffic signal controllers 7 transmit the collected detection signals to the central device 2 in almost real time (for example, every 0.1 to 1.0 seconds).

[0058] The detection area of ​​the vehicle detector 5 is set in the center of the lane width direction. The detection signal is a time-series pulse signal that turns on when a vehicle is present at a plurality of detection points set, for example, upstream of the intersection Jk. Therefore, the detection signal of the vehicle detector 5 is composed of a substantially rectangular wave in which an ON signal indicating the presence of a vehicle (vehicle detection) and an OFF signal indicating the absence of a vehicle (vehicle non-detection) are repeated.

[0059] The monitoring sensor 6 is a sensor capable of detecting the type of object (vehicle 3, pedestrian, bicycle, etc.) and its current location, and may be, for example, a digital camera capable of capturing video. The monitoring sensor 6 may also include a millimeter wave or LiDAR radar sensor. The monitoring sensor 6 is installed at an appropriate location on the road so that its detection range includes a predetermined monitoring area, and is connected to the traffic signal controller 7 by, for example, a dedicated signal line. The traffic signal controller 7 has a function of relaying the monitoring signal received from the monitoring sensor 6.

[0060] The monitoring area of ​​the monitoring sensor 6 includes, for example, the following areas 1 to 3. If one monitoring sensor 6 cannot cover all of the areas below, multiple monitoring sensors 6 may be installed per intersection Jk. Area 1: An area that includes the section of the approach road within a specified distance (e.g., 100 m) from the stop line. Area 2: Area that includes a crosswalk Area 3: Area where pedestrians are waiting at the traffic light and are stopped in front of the crosswalk

[0061] The monitoring signal output by the monitoring sensor 6 may include, for example, the type of intersection Jk, the area type (such as identification information for areas 1 to 3), the type of object within the area, the current position of the object within the area, and the number of objects contained in the area.

[0062] The central device 2 obtains traffic indices necessary for calculating the load factor of the intersection Jk based on traffic data such as the detected signals and monitored signals at the intersection Jk received from the traffic signal controller 7. Traffic indices required for calculating the load factor include, for example, the traffic volume of vehicles entering the intersection Jk, the number of queuing vehicles on the entrance road, and the saturation traffic flow rate. The number of queuing vehicles on the entrance road can be calculated from the estimated congestion length using the detection signal as the original data.

[0063] The on-board device 4 of the probe vehicle 3 is capable of wireless communication with wireless base stations 8 (for example, mobile base stations) in various locations. The wireless base stations 8 are capable of communication with the central device 2 via a core network and a public communication network 9 such as the Internet. Therefore, the vehicle-mounted device 4 wirelessly transmits uplink information S1 addressed to the central device 2 to the wireless base station 8. In addition, the central device 2 transmits downlink information S2 addressed to the specific vehicle-mounted device 4 to the public communication network 9.

[0064] [Configuration of central device] As shown in FIG. 2, the central device 2 is a server computer that functions as an information processing device that generates signal control parameters to be applied to intersections Jk included in the traffic control area. The central device 2 includes an information processing unit (hereinafter also referred to as a "processing unit") 21, a storage unit 22, and a communication unit 23. In the storage unit 22 of the central device 2, a plurality of databases 24, 25, and 26 are constructed.

[0065] The processing unit 21 is an arithmetic processing device including a CPU (Central Processing Unit) that reads out a computer program stored in the nonvolatile memory of the storage unit 22 and performs various information processing in accordance with the program . The storage unit 22 is a storage device including at least one nonvolatile memory (recording medium) of a hard disk drive (HDD) and a solid state drive (SSD), and a volatile memory (recording medium) such as a random access memory.

[0066] The computer program 28 includes a program that causes the processing unit 21 to execute remote control (traffic adaptive control) such as MODERATO. MODERATO requires the load factor for each approach road at the intersection Jk. Therefore, the computer program 28 also includes a program that causes the CPU of the processing unit 21 to execute calculations such as calculation of the traffic volume and number of queuing vehicles on the incoming road, which are traffic data necessary for calculating the load factor, and calculation of the estimated congestion degree, which is the original data for the number of queuing vehicles.

[0067] When the processing unit 21 generates the signal control parameters by remote control, it generates a signal control command for the traffic signal controller 7, which is the control target of the remote control. The signal control command is a command that includes information necessary to determine the duration of each step of the signal lamp corresponding to the newly generated signal control parameters. The signal control command is generated, for example, every remote control control period (for example, 1.0 to 2.5 minutes).

[0068] The communication unit 23 is a communication interface that communicates with the traffic signal controller 7 via a dedicated communication line 10 . Therefore, the communication unit 23 receives traffic data such as the sensing signal and monitoring signal at the intersection Jk from the traffic signal controller 7. In this way, the communication unit 23 functions as an acquisition unit that acquires traffic data necessary for calculating the load factor of the incoming road leading to the intersection Jk.

[0069] The communication unit 23 also receives from each traffic signal controller 7 signal control execution information indicating the content of past control performed by the traffic signal controller 7. The communication unit 23 transmits a signal control command including the signal control parameters generated by the processing unit 21 for each control period to the traffic signal controller 7 that is the target of remote control.

[0070] The communication unit 23 also includes a communication interface for communicating with the wireless base station 8 via the public communication network 9 . Therefore, the communication unit 23 can receive uplink information S1 from the wireless base station 8 and can transmit downlink information S2 generated by the communication unit 23 to the wireless base station 8. The uplink information S1 may include probe information transmitted from the in-vehicle device 4. The downlink information S2 may include the link travel time calculated by the processing unit 21.

[0071] The communication between the probe vehicle 3 and the central device 2 may be communication via optical communication between the on-board device 4 and an optical beacon, or communication via ITS (Intelligent Transport Systems) wireless communication in the 700 MHz band.

[0072] As shown in FIG. 2, the plurality of databases 24, 25, 26 include a map database 24, a probe database 25, and a member database 26. The member database 26 records personal information such as the address and name of the owner (registered member) of the probe vehicle 3, the vehicle identification number (VIN), and identification information of the in-vehicle device 4 (at least one of MAC address, email address, telephone number, etc.).

[0073] The map database 24 includes road map data 27 covering the entire country. The road map data 24 includes "intersection data" and "link data." "Intersection data" is data that associates intersection IDs assigned to domestic intersections with the intersection's location information. "Link data" consists of data that associates the following information 1 to 4 with the link IDs of specific links assigned to domestic roads.

[0074] Information 1: Location information of the start point, end point, and interpolation point of a specific link Information 2: Link ID connecting to the start point of a specific link Information 3: Link ID connecting to the end point of a specific link Information 4: Link cost of a specific link

[0075] The road map data 27 forms a network corresponding to the actual road alignment and driving direction of the road. For this reason, the road map data 27 is a network in which road sections between nodes representing intersections are connected by directed links l (lowercase L). Specifically, the road map data 27 is configured as a directed graph in which a node n is set for each intersection and each node n is connected by a pair of opposite directed links 1. Therefore, in the case of a one-way road, only one directed link 1 connects the node n.

[0076] The road map data 27 also includes road type information indicating whether a specific directed link l corresponding to each road on the map is a general road or a toll road, and facility information indicating the type of facility, such as a toll booth or parking area, included in the directed link l. The road map data 27 also includes the detector ID of the vehicle detector 5 included in the valid link 1, the location information of the detection point of the vehicle detector 5, the sensor ID of the monitoring sensor 6, and the identification information of the monitoring area of ​​the monitoring sensor 6.

[0077] In the probe database 25, the probe information received from the registered probe vehicles 3 is accumulated for each piece of identification information of the probe vehicles 3. The accumulated probe information includes at least the vehicle position and the time of passing. The probe information may also include vehicle data such as vehicle speed, vehicle direction, and vehicle status information (stop / running events). The sensing cycle of the probe information is at a granularity that allows the running history of the probe vehicle 3 to be identified, and is, for example, 0.1 to 1.0 seconds.

[0078] [Configuration of the in-vehicle device] 2, the in-vehicle device 4 is an information processing device including a control unit 31, a storage unit 32, and a communication unit 33. The in-vehicle device 4 may be configured from a plurality of ECUs in an in-vehicle communication network. The control unit 31 is an arithmetic processing unit including a CPU that reads out a computer program stored in the nonvolatile memory of the storage unit 32 and performs various information processing in accordance with the program .

[0079] The storage unit 32 is a storage device that includes at least one nonvolatile memory (recording medium) of an HDD and an SSD, and a volatile memory (recording medium) such as a random access memory. The computer program 34 of the in-vehicle device 4 includes programs that cause the CPU of the control unit 31 to perform sensing and generation of probe information, route search processing for the probe vehicle 3, image processing for displaying search results on the display of the navigation device, etc.

[0080] The communication unit 33 is composed of a wireless communication device permanently installed in the probe vehicle 3, or a data communication terminal (for example, a smartphone, a tablet computer, or a node-type personal computer) temporarily installed in the probe vehicle 3. The communication unit 33 includes, for example, a GNSS (Global Navigation Satellite System) receiver. The control unit 31 monitors the current position of the vehicle in almost real time based on the position information of the GNSS. Note that the vehicle position may be determined by other methods.

[0081] The control unit 31 measures vehicle data such as the vehicle position, vehicle speed, vehicle direction, and CAN information of the vehicle at predetermined sensing intervals (for example, 0.1 to 1.0 seconds), and records the data in the storage unit 32 together with the time of measurement. When vehicle data has been accumulated in the memory unit 32 for a predetermined recording time (for example, 1 to 2 minutes), the communication unit 33 generates probe information including the accumulated vehicle data and identification information of the vehicle itself, and transmits the generated probe information via uplink to the central device 2.

[0082] The in-vehicle device 4 includes an input interface (not shown) that accepts operational inputs from the driver. The input interface is, for example, an input device attached to the navigation device or an input device of a data communication terminal mounted on the probe vehicle 3.

[0083] [Traffic indicators used for remote control] FIG. 3 is an explanatory diagram showing an example of a traffic index used for remote control. As shown in Figure 3, in this embodiment, intersection Jk is a crossroads intersection, and the number of the aspect defined in the "step table" (see Figures 6 and 8, for example; also called "time table") applied to intersection Jk is "m" (i = 1, 2 ...). Also, the numbers of the two opposing approaching roads with right-of-way at aspect m are "i" and "j".

[0084] In this embodiment, in addition to vehicle traffic conditions, pedestrian traffic conditions near intersections are incorporated into the remote control (MODERATO), so the following parameters are used as traffic indices for calculating the load factor of the incoming road.

[0085] (Parameters for the inflow channel i on one side) LQi: Vehicle traffic volume in the left-turn lane of approach road i (vehicles / second) SQi: Vehicle traffic volume (vehicles / second) in the straight lane of approach road i RQi: Vehicle traffic volume in the right-turn lane of approach road i (vehicles / second)

[0086] Ci: Crosswalk on the left side when viewed from approach road i q0i: Number of pedestrians crossing the crosswalk Ci (people / second) q1i: Number of pedestrians waiting on one side of crosswalk Ci (people / second) q2i: Number of pedestrians waiting on the other side of crosswalk Ci (people / second)

[0087] A0i: Area of ​​crosswalk Ci (m 2 ) A1i: Area of ​​the area where pedestrians can wait on one side of the crosswalk Ci (m 2 ) A2i: Area of ​​the area where pedestrians can wait on the other side of the crosswalk Ci (m 2 )

[0088] (Parameters for the inflow channel j on the opposite side) LQj: Vehicle traffic volume in the left-turn lane of entrance road j (vehicles / second) SQj: Vehicle traffic volume in the straight lane of approach road j (vehicles / second) RQj: Vehicle traffic volume in the right-turn lane of approach road j (vehicles / second)

[0089] Cj: Crosswalk on the left side when viewed from approach road j q0j: Number of pedestrians crossing the crosswalk Cj (people / second) q1j: Number of pedestrians waiting on one side of crosswalk Cj (people / second) q2j: Number of pedestrians waiting on the other side of crosswalk Cj (people / second)

[0090] A0j: Area of ​​crosswalk Cj (m 2 ) A1j: Area of ​​the area where pedestrians can wait on one side of the crosswalk Cj (m 2 ) A2j: Area of ​​the area where pedestrians can wait on the other side of the crosswalk Cj (m 2 )

[0091] (Load factor parameters) ρi: Load factor of inflow path i (hereinafter also referred to as "total load factor") Vρi: Vehicle load factor of inflow road i Cρi: Pedestrian load factor on approach road i ρj: Total load factor of inflow channel j Vρj: Vehicle load factor of inflow road j Cρj: Pedestrian load factor of approach road j

[0092] The vehicle load factor Vρi is a traffic index that indicates the ratio of the vehicle traffic volume on the incoming road i to the saturation traffic flow rate, and includes at least the vehicle load factor SVρi in the straight direction. Furthermore, the vehicle load factor Vρi includes a vehicle load factor LVρi in the left-turn direction if there is a left-turn exclusive lane, and includes a vehicle load factor RVρi in the right-turn direction if there is a right-turn exclusive lane.

[0093] Similarly, the vehicle load factor Vρj is a traffic index that indicates the ratio of the vehicle traffic volume on the approach road j to the saturation traffic flow rate, and includes at least the vehicle load factor SVρj in the straight direction. Furthermore, the vehicle load factor Vρj includes a vehicle load factor LVρj in the left-turn direction if there is a left-turn exclusive lane, and includes a vehicle load factor RVρj in the right-turn direction if there is a right-turn exclusive lane.

[0094] The vehicle traffic volumes LQi, SQi, and RQi are the number of vehicles per unit time calculated from the detection signals of the vehicle detectors 5, the monitoring signals of the monitoring sensors 6, probe information, and the like. The numbers of pedestrians q0i, q1i, and q2i are the numbers of pedestrians per unit time calculated from the monitoring signals of the monitoring sensors 6. The areas A0i, A1i, and A2i of the crosswalk Ci are set values ​​defined for each intersection Jk.

[0095] Similarly, the vehicle traffic volumes LQj, SQj, and RQj are the number of vehicles per unit time calculated from the detection signals of the vehicle detectors 5, the monitoring signals of the monitoring sensors 6, probe information, and the like. The numbers of pedestrians q0j, q1j, and q2j are the numbers of pedestrians per unit time calculated from the monitoring signals of the monitoring sensors 6. The areas A0j, A1j, and A2j of the crosswalk Cj are set values ​​defined for each intersection Jk.

[0096] In this embodiment, the total load factor ρi of the approach road i for which there is right of way at the phase m is defined by the following equation (1). "MAX( )" is a function that selects the maximum value of the parameters in the parentheses. Therefore, the total load factor ρi means the maximum value of the vehicle load factor Vρi and the pedestrian load factor Cρi. ρi=MAX(Vρi,Cρi) =MAX(LVρi,SVρi,RVρi,Cρi) ……(1)

[0097] The vehicle load factors LVρi, SVρi, and RVρi applied to equation (11) are calculated by the following equation (2). LVρi=(LQi+k×LWi) / σLi SVρi=(SQi+k×SWi) / σSi RVρi=(RQi+k×RWi) / σRi ……(2)

[0098] In equation (2), σLi is the saturation traffic flow rate of the left-turn lane (vehicles / sec), σSi is the saturation traffic flow rate of the straight-through lane (vehicles / sec), and σRi is the saturation traffic flow rate of the right-turn lane (vehicles / sec). The saturation traffic flow rates σLi, σSi, σRi can be calculated by dividing the number of vehicles that have traveled through the lane during the green time of the incoming road i by the green time (vehicles / second) and setting a value (constant) for the saturation traffic flow rate, whichever is larger.

[0099] LWi is the number of vehicles waiting in the left-turn lane (vehicles / second), RWi is the number of vehicles waiting in the straight-through lane (vehicles / second), and RWi is the number of vehicles waiting in the right-turn lane (vehicles / second). k is a weighting factor for the queue, which is usually set to k=1. The numbers of queuing vehicles LWi, SWi, and RWi can be calculated from the queuing influence obtained from detection signals at multiple points, but may also be estimated from probe information or monitoring signals from the monitoring sensor 6 (for example, image data including the vehicle 3).

[0100] The pedestrian load factor Cρi included in the formula (1) is a traffic index newly introduced as a load factor in this embodiment. Specifically, the pedestrian load factor Cρi is a traffic index that indicates the degree of pedestrian demand for crossing an intersection Jk, and is defined by the following equation (3). Cρi={(q0i / A0i+q1i / A1i+q2i / A2i) / σfi}×α ...(3)

[0101] In equation (3), σfi is the pedestrian saturation rate (people / m 2 The pedestrian saturation level σf i can be set to a predetermined value (for example, σf=1) that can be considered to be difficult to walk at a normal walking speed. α is the consideration ratio of pedestrian traffic to vehicular traffic (0≦α≦1), and is a set value that is defined in advance for each intersection Jk that is the object of control.

[0102] The above-mentioned formulas (1) to (3) can be applied by replacing the inflow channel number i with the number j. When the number of the approach road i is replaced with the number j, equations (1) to (3) become the definition equations for the total load factor ρj, vehicle load factors LVρj, Sρj, Rρj, and pedestrian load factor Cρj for the approach road j on the opposite side where there is right of way at phase m.

[0103] [Remote control overview] FIG. 4 is a flowchart showing an outline of the remote control executed by the central device 2. 4, the remote control (MODERATO) executed by the central device 2 includes the following steps S1, S2, S3, and S4. The processing unit 21 of the central device 2 repeatedly executes these steps at predetermined control intervals (for example, 1.0 to 2.5 minutes). In the following, the common symbol for the inflow channel numbers i and j will be written as "n." That is, n is a variable representing i or j.

[0104] Step S1: "Calculate the raw data for the load factor" Step S2: "Calculate the load factor" Step S3: "Calculation of signal control parameters" Step S4: "Reflecting signal control parameters"

[0105] "Calculation of raw data for load factor" (step S1) is a process of calculating traffic data required to calculate the vehicle load factor Vρn and the pedestrian load factor Cρn, which are components of the overall load factor ρn. Specifically, this is the process of calculating the vehicle traffic volume LQn, SQn, RQn on approach road n, and the number of pedestrians q0n, q1n, q2n at the crosswalk Cn corresponding to the left turn side of approach road n. If there is a queue of vehicles 3 on approach road n, the numbers of vehicles in the queue LWn, SWn, RWn are also calculated.

[0106] "Calculation of load factor" (step S2) is a process of calculating the vehicle load factor Vρn and the pedestrian load factor Cρn using the traffic data calculated in step S1. Specifically, the processing unit 21 of the central device 2 substitutes the vehicle traffic volumes LQn, SQn, RQn and the queueing vehicle numbers LWn, SWn, RWn into equation (2) to calculate the vehicle load factors LVρn, SVρn, RVρn. Similarly, the processing unit 21 substitutes the pedestrian numbers q0n, q1n, q2n into equation (3) to calculate the pedestrian load factor Cρn.

[0107] "Calculation of signal control parameters" (step S3) is a process of calculating signal control parameters such as the split and cycle length of the intersection Jk using the vehicle load factors LVρn, SVρn, RVρn and the pedestrian load factor Cρn calculated in step S2. Specifically, the processing unit 21 of the central device 2 first applies the vehicle load factors LVρn, SVρn, RVρn and the pedestrian load factor Cρn to equation (1) for each aspect m (m = 1, 2 ...) to calculate the maximum load factor ρm_max for each aspect m.

[0108] Next, the processing unit 21 of the central device 2 calculates the total load factor ρTTL for the intersection Jk using the following equation (4). ρTTL=Σ(ρm_max)(m=1,2……) ……(4)

[0109] Next, the processing unit 21 of the central device 2 calculates the split λm of each aspect m and the cycle length C to be applied to the intersection Jk using the following equations (5) and (6). λm=ρm_max / ρTTL ……(5) C=(a1×K+a2) / (1-a3×σTTL) ……(6) In equation (6), K represents the loss time, and a1, a2, and a3 are coefficients defined as set values.

[0110] "Reflection of signal control parameters" (step S4) is a process of operating the traffic signal controller 7 at the intersection Jk according to the signal control parameters calculated in step S3. Specifically, for a traffic signal controller 7 that generates a signal for a signal light by itself, the processing unit 21 of the central device 2 transmits a signal control command to the traffic signal controller 7, the signal control command including signal control parameters such as the split λm and the cycle length C.

[0111] On the other hand, in the case of a traffic signal controller 7 that is the target of walking control, the processing unit 21 of the central device 2 generates a walking command that commands the turning on or off of the signal light based on the signal control parameters, and transmits the generated walking command to the traffic signal controller 7. To generate a step command, the processing unit 21 of the central device 2 needs to calculate the number of seconds for a step in the step table (e.g., FIGS. 6 and 8) currently being applied to the intersection Jk. The calculation process for the number of seconds for a step (FIGS. 5 and 7) will be described later.

[0112] [First calculation process of step seconds (allocation within the phase)] FIG. 5 is a flowchart showing an example of a first calculation process for the number of seconds for a step. The first calculation process in FIG. 5 is a calculation process of the number of step seconds for a staircase table T1 (for example, FIG. 6) in which the right of way of pedestrians and the right of way of vehicles 3 turning left are included in one aspect m. In the above case, "PG" is a step where both pedestrians and left-turning vehicles have the right of way, and "PR" is a step where pedestrians do not have the right of way but left-turning vehicles do.

[0113] 5, the first calculation process of the step number of seconds includes the following steps S11, S12, and S13. The processing unit 21 of the central device 2 executes these steps every time it calculates a signal control parameter in remote control. Step S11: "Calculate the current time" Step S12: "Calculation of allocable time" Step S13: "Allocating allocable time"

[0114] "Calculation of current time" (step S11) is a process of calculating the time PTm to be applied to current time m (hereinafter referred to as "current time PTm") using the split λm calculated by the above-mentioned equation (5). Specifically, the processing unit 21 of the central device 2 calculates the current time PTm by the following equation (7). PTm=C×λm ……(7) where "C" is the cycle length.

[0115] However, the current time PTm can be adjusted to satisfy the following equation (8). PTm≧PL+PF+PR+Y+AR+FTm ……(8) In equation (8), "PF", "PR", "Y", and "AR" represent the number of seconds for these steps. "PL" is the guaranteed time for pedestrians to cross at PG. "FTm" is the upper limit of the time that the indication time PTm can be changed by terminal response control such as right turn response (hereinafter referred to as "following limit time").

[0116] "Calculation of Allocable Time" (Step S13) is a process of calculating the time ATm allocable to variable steps (hereinafter referred to as "allocable time ATm") using the display time PTm calculated in Step 12. Specifically, the processing unit 21 of the central device 2 calculates the allocable time ATm according to the following formula (9). ATm = PTm - (PL + PF + PR + Y + AR + FTm) ……(9)

[0117] "Allocation of Allocable Time" (Step S13) is a process of allocating the allocable time ATm calculated in Step S12 to variable steps according to a predetermined allocation policy. In this embodiment, for example, the following allocation policy is adopted. As a premise of allocation, at least one of PG and PR within the display m is adopted in variable steps, and the follow - up limit time FTm is always assigned to PG.

[0118] Allocation Policy 1: Keep the total time of PG and PR unchanged before and after allocation. Allocation Policy 2: Allocate the allocable time ATm to PG and PR according to the amount of pedestrian demand Dm in display m. Specifically, according to the comparison result between the pedestrian demand Dm in display m and a predetermined threshold TH1 (for example, TH1 = 0.7), allocate as follows.

[0119] When Dm < TH1: Allocate the allocable time ATm to PR. When Dm ≥ TH1: Allocate the allocable time ATm according to the ratio of the pedestrian load factor Cρn and the vehicle load factor LVρn in the left - turn direction in display m. That is, allocate the allocable time ATm to PG and PR so that PG:PR = Cρn:LVρn.

[0120] Note that the pedestrian demand Dm is the larger of the pedestrian demands Dmi and Dmj defined by the following formula (10) for the inflow road n (n = i or j) with the right - of - way in display m. Dmi = q0i / A0i + q1i / A1i + q2i / A2i Dmj = q02 / A0j + q1j / A1j + q2j / A2j ……(10)

[0121] In conventional remote control, since it is normal to set a single variable step (usually PG) for one display m, the allocable time PTm is inevitably assigned only to the variable step PG. In contrast, in the present embodiment, not only PG but also PR is a variable step, and the allocable time PTm is also distributed for PR, so that remote control capable of suppressing the intersection of pedestrian traffic and left-turning vehicles becomes possible.

[0122] Specifically, when the pedestrian demand Dm is small (when Dm < TH1), it can be estimated that there are few pedestrians crossing the intersection Jk, so the number of left-turning vehicles can be increased without any problem. Therefore, all of the allocable time ATm is distributed to PR. On the other hand, when the pedestrian demand Dm is large (when Dm ≥ TH1), the allocable time ATm is distributed to PG and PR so that PG:PR = Cρn:LVρn, so that an appropriate time distribution according to the actual traffic load factor is performed.

[0123] 〔Application Example of First Calculation Process〕 FIG. 6 is a diagram showing an example of a step table T1 to which the first calculation process can be applied. In the step table T1 of FIG. 6, the display 1 (m = 1) that defines the right of way in the main direction includes step 1 (PG) where both pedestrians and left-turning vehicles have the right of way, and step 3 (PR) where pedestrians do not have the right of way but left-turning vehicles have the right of way. Therefore, at the intersection Jk operated by the step table T1, the first calculation process of the step seconds can be applied.

[0124] In the step table T1 of FIG. 6, let the allocable time AT1 of display 1 calculated by the above formula (9) be "9 seconds", the time distributed to step 1 (PG) be "Δt1", and the time distributed to step 3 (PR) be "Δt3". In this case, the step seconds of PG and PR are changed as follows.

[0125] Case of Dm < TH1: According to distribution policy 2, Δt3 = 9 seconds. According to distribution policy 1, Δt1 = -Δt3 = -9 seconds. Therefore, PG = 45 - 9 = 36 seconds, and PR = 2 + 9 = 11 seconds.

[0126] Case of Dm ≧ TH1: Assume Cρn:LVρn = 2:1. According to distribution policy 2, Δt3 = 9 seconds × (2 / 3) = 6 seconds. According to distribution policies 1 and 2, Δt1 = 9 seconds × (1 / 3) - 9 seconds = -6 seconds. Therefore, PG = 45 - 6 = 39 seconds, and PR = 2 + 6 = 8 seconds.

[0127] 〔Second calculation process of step seconds (distribution in display interval)〕 Figure 7 is a flowchart showing an example of the second calculation process of step seconds. The second calculation process in Figure 7 is a calculation process of step seconds regarding a staircase table T2 (for example, Figure 8) in which the right of way of a pedestrian is included in one display m and the right of way of vehicle 3 in the left-turn direction is included in the next display m + 1. In the above case, "PG" in display m is a step where the pedestrian has the right of way but the left-turn vehicle does not, and "PR" in the next display m + 1 is a step where the pedestrian does not have the right of way but the left-turn vehicle does.

[0128] [[ID=三十二]]As shown in Figure 7, the second calculation process of step seconds includes the following processes of steps S21, S22, S23, and S24. The processing unit 21 of the central device 2 executes these processes each time a signal control parameter is calculated in remote control. Step S21: "Calculation of temporary split" [[ID=3六十六]]Step S22: "Calculation of distribution split value" Step S23: "Distribution of distribution split value" Step S24: "Update of step seconds"

[0129] "Calculation of tentative split" (step S21) is a process of calculating the split λm of the current display m according to the above formula (5). As described above, here, the number of the "preceding display" with the right of way for pedestrians is "m", and the number of the "subsequent display" with the right of way for the vehicle 3 in the left-turn direction is "m + 1". Also, it is assumed that the preceding display m is a display capable of allocating the split to the subsequent display m + 1.

[0130] "Calculation of allocated split value" (step S22) is a process of calculating the split value ASm (hereinafter referred to as "allocated split value") that can be allocated to the subsequent display m + 1 using the tentative split λm calculated in step S21 according to the following formula (11). ASm = tentative split λm of the preceding display m - lower limit split of the preceding display m......(11) However, the lower limit split in formula (11) is a set value determined in advance for the preceding display m defined as allocable.

[0131] "Allocation of allocated split value" (split S23) is a process of allocating the allocated split value ASm calculated in step S22 to the two displays m and m + 1 according to a predetermined allocation policy. In this embodiment, for example, the following allocation policy is adopted. Allocation policy 3: The total value of λm and λm + 1 remains unchanged before and after allocation. Allocation policy 4: The allocated split value ASm is allocated to the displays m and m + 1 according to the amount of pedestrian demand Dm. Specifically, according to the comparison result between the pedestrian demand Dm of the display m and a predetermined threshold TH1 (for example, TH1 = 0.7), the allocation is as follows.

[0132] When Dm < TH1: Allocate the allocated split value ASm to the split λm + 1 of the subsequent display m + 1 with the right of way for the vehicle 3 in the left-turn direction. When Dm ≧ TH1: The distribution split value ASm is distributed to the preceding display m and the subsequent display m+1 in the ratio of the pedestrian load factor Cρn to the left-turn vehicle load factor LVρn in the preceding display m. That is, the distribution split value ASm is distributed to each display m, m+1 such that λm:λm+1 = Cρn:LVρn.

[0133] "Update of step seconds" (step S24) is a process of recalculating the step seconds included in each display m, m+1 using the split ratios λm, λm+1 after distribution calculated in step S23. This process is executed by applying the number of seconds corresponding to the split value determined by the above distribution to PG or PR.

[0134] In conventional remote control, it is normal to set a single variable step (usually PG) for one display m, and it is not assumed to distribute split values between adjacent different displays m, m+1. In contrast, in this embodiment, since the distribution split value ASm of the distributable display m including PG is distributed to the next display m+1 including PR, remote control capable of suppressing the intersection of pedestrian traffic and left-turn vehicles becomes possible.

[0135] Specifically, when the pedestrian demand Dm is small (when Dm < TH1), it can be estimated that there are few pedestrians crossing the intersection Jk, so it is possible to increase the left-turn vehicles. Therefore, the entire distribution split value ASm is distributed to the next display m+! On the other hand, when the pedestrian demand Dm is large (when Dm ≧ TH1), the distribution split value ASm is distributed to each display m, m+1 such that λm:λm+1 = Cρn:LVρn, so an appropriate time distribution according to the actual traffic load factor is performed.

[0136] 〔Application example of the second calculation process〕 FIG. 8 is a diagram showing an example of a step table T2 to which the second calculation process can be applied. In the stepped table T2 of FIG. 8, the display 1 (m = 1) that defines the right of way in the main direction includes the step 1 (PG) where pedestrians have the right of way, and the display 2 (m = 2) that defines the next right of way in the main direction includes the step 4 (PR) where left-turning vehicles have the right of way. Therefore, at the intersection Jk operated by the stepped table T2, the second calculation process of the step seconds can be applied.

[0137] In the stepped table T2 of FIG. 8, let the split value AS1 of the display 1 calculated by the above formula (11) be "10%", the split value distributed to the display 1 be "Δλ1", and the split value distributed to the display 2 be "Δλ2". In this case, the step seconds of PG and PR are changed as follows.

[0138] When Dm < TH1: According to the distribution policy 4, Δλ2 = 10%. According to the distribution policy 3, Δλ1 = -Δλ2 = -10%. Therefore, PG = 39 - 120 × 0.1 = 27 seconds, and PR = 6 + 120 × 0.1 = 118 seconds.

[0139] When Dm ≥ TH1: Assume that Cρn:LVρn = 1:1. According to the distribution policy 4, Δλ2 = 10% × (1 / 2) = 5%. According to the distribution policies 3 and 4, Δλ1 = 10% × (1 / 2) - 10% = -5%. Therefore, PG = 39 - 120 × 0.05 = 33 seconds, and PR = 6 + 120 × 0.05 = 12 seconds.

[0140] 〔Other modifications〕 The above embodiments are illustrative in all respects and not restrictive. The scope of the rights of the present invention includes all modifications within the scope equivalent to the configurations described in the claims. In the above embodiments, for bicycles passing through the crosswalk Ci including the bicycle passage zone, the detected bicycles may be included as pedestrians. Also, for bicycles passing through the dedicated bicycle lane on the road, the detected bicycles may be included as vehicles. [Explanation of symbols]

[0141] 1 Traffic Control Center 2 Central unit (information processing unit) 3 Probe vehicle 4 Onboard equipment 5. Vehicle detector 6 Monitoring sensors 7 Traffic signal controller 8. Wireless base stations 9 Public Communications Network 10. Communication lines 11 Router 21 Information Processing Department 22 Memory section 23 Communication Department (Acquisition Department) 24 Map Database 25 Probe Database 26 Membership Database 27 Road map data 28 Computer Programs 31 Control Unit 32 Storage section 33 Communications Department 34 Computer Programs Jk intersection m Aspect number i Number of approach lane on one side included in phase m j Number of the oncoming approach included in phase m

Claims

1. an acquisition unit that acquires traffic data necessary for calculating the load factor of an incoming road leading to an intersection; an information processing unit that calculates a signal control parameter to be applied to the intersection based on the load factor calculated from the traffic data, The load factor is An information processing device including the following vehicle load rate and the following pedestrian load rate. Vehicle load factor: A traffic index that shows the ratio of vehicle traffic volume on an inflow road to the saturation traffic flow rate. Pedestrian load factor: A traffic index that shows the degree of pedestrian demand for crossing an intersection.

2. The pedestrian load factor is The information processing device according to claim 1 , wherein the information processing device is defined by the following formula (3): Cρi={(q0i / A0i+q1i / A1i+q2i / A2i) / σfi}×α ……（３） however, Cρi: Pedestrian load factor of approach road i Ci: Crosswalk on the left side when viewed from approach road i q0i: Number of pedestrians crossing the crosswalk Ci (people / second) q1i: Number of pedestrians waiting on one side of the crosswalk Ci (people / second) q2i: Number of pedestrians waiting on the other side of the crosswalk Ci (people / second) A0i: Area of ​​crosswalk Ci (m ２ ) A1i: Area of ​​the area where pedestrians can wait on one side of the crosswalk Ci (m ２ ) A2i: Area (m) of the area where pedestrians can wait on the other side of the crosswalk Ci ２ ) σfi: Pedestrian saturation level (people / m ２ ) α: Ratio of pedestrian traffic to vehicle traffic

3. The information processing unit execute a first calculation process which is a calculation process of the number of step seconds for a step table in which a pedestrian right of way and a left-turning vehicle right of way are included in one phase; The first calculation process includes:

3. The information processing device according to claim 1, further comprising a process of allocating the allocable time of the current signal to a pedestrian green signal and a pedestrian red signal in accordance with a predetermined allocation policy.

4. The allocation policy is: The information processing device according to claim 3 , further comprising a first policy that keeps the total time of the green pedestrian and the red pedestrian unchanged before and after allocation.

5. The allocation policy is: The information processing device according to claim 4 , further comprising a second policy for allocating the allocable time to a pedestrian green and a pedestrian red depending on the amount of pedestrian demand of the current sign.

6. The second policy is The information processing device according to claim 5 , further comprising allocating all of the allocable time to the pedestrian red when the pedestrian demand of the current sign is less than a predetermined threshold.

7. The second policy is 6. The information processing device according to claim 5, further comprising: when the pedestrian demand of the current signal is equal to or greater than a predetermined threshold, allocating the allocable time to the pedestrian green and the pedestrian red in accordance with a ratio of the pedestrian load rate to the left-turn vehicle load rate of the current signal.

8. The information processing unit execute a second calculation process, which is a calculation process of the number of step seconds for a step table in which the preceding aspect includes the right of way for pedestrians and the following subsequent aspect includes the right of way for left-turning vehicles; The second calculation process includes:

3. The information processing device according to claim 1, further comprising a process of allocating an allocated split value of the preceding aspect to the preceding aspect and the succeeding aspect in accordance with a predetermined allocation policy.

9. The allocation policy is: The information processing device according to claim 8 , further comprising a third policy that keeps the total value of the split of the preceding aspect and the split of the succeeding aspect unchanged before and after allocation.

10. The allocation policy is: The information processing device according to claim 9 , further comprising a fourth policy for allocating the allocation split value to the preceding aspect and the succeeding aspect in accordance with the amount of pedestrian demand for the preceding aspect.

11. The fourth policy is: The information processing device according to claim 10 , further comprising allocating the allocated split value to the subsequent aspect when the pedestrian demand of the preceding aspect is less than a predetermined threshold.

12. The fourth policy is:

11. The information processing device according to claim 10, further comprising: when a pedestrian demand for the preceding aspect is equal to or greater than a predetermined threshold, allocating the allocation split value to the preceding aspect and the following aspect based on a ratio of a pedestrian load rate in the preceding aspect to a vehicle load rate in a left-turn direction.

13. A signal control parameter calculation method performed by an information processing device, comprising: acquiring traffic data necessary for calculating the load factor of an incoming road leading to an intersection; calculating a signal control parameter to be applied to the intersection based on the load factor calculated from the traffic data; The load factor is A method for calculating signal control parameters, including the following vehicle load factor and the following pedestrian load factor: Vehicle load factor: A traffic index that shows the ratio of vehicle traffic volume on an inflow road to the saturation traffic flow rate. Pedestrian load factor: A traffic index that shows the degree of pedestrian demand for crossing an intersection.

14. Computer, an acquisition unit that acquires traffic data necessary for calculating the load factor of an incoming road toward the intersection; and an information processing unit that calculates a signal control parameter to be applied to the intersection based on the load factor calculated from the traffic data, The load factor is A computer program comprising the following vehicle load factor and the following pedestrian load factor: Vehicle load factor: A traffic index that shows the ratio of vehicle traffic volume on an inflow road to the saturation traffic flow rate. Pedestrian load factor: A traffic index that shows the degree of pedestrian demand for crossing an intersection.

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