JP2016170642A - Display control indication unit, signal display control system, display control indication method, and display control indication program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it smooth for pedestrians to cross a pedestrian crossing and for vehicles to pass through the intersection.SOLUTION: At an intersection, a pedestrian signal light 4a and a vehicle signal light 4b are installed at a traffic light 4. A display control indication unit 10 acquires a traffic state of vehicles in the intersection for each entering direction of vehicles to the intersection, and also acquires a crossing state of pedestrians crossing a pedestrian crossing for each crossing direction of pedestrians. The display control indication unit 10 generates signal control information to be used for display control over the traffic light 4 according to the traffic state of the vehicles acquired for each entering direction of vehicles to the intersection and the crossing state of pedestrians crossing a pedestrian crossing for each crossing direction of pedestrians. The display control indication unit 10 instructs a signal control machine 2 to perform the display control over the traffic light based upon the generated signal control information.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a pedestrian signal lamp installed at an intersection and a technique for controlling display of a vehicle signal lamp.

  Conventionally, techniques for ensuring the safety of pedestrians and smoothing traffic have been proposed as control of the display of pedestrian signal lamps installed on pedestrian crossings (see Patent Documents 1 and 2, etc.). .

  In Patent Document 1, the amount of pedestrians waiting for crossing at a pedestrian crossing and the amount and movement speed of pedestrians during crossing are detected by image processing on a captured image obtained by imaging the pedestrian crossing, and a pedestrian signal lamp according to these detection amounts It is described to control the blue time of the vessel.

  In Patent Document 2, the presence or absence of a pedestrian crossing is detected by image processing on a captured image obtained by imaging a pedestrian crossing, and if there is a pedestrian crossing, the switching to a red signal is delayed (the blue time is extended). )).

JP 2001-236593 A JP 2003-296710 A

  However, the conventional blue hour control of the pedestrian signal lamp is only controlled according to the pedestrian crossing situation at the pedestrian crossing, and does not consider the traffic situation of the vehicle at the intersection. For this reason, the traffic flow of the vehicle at the intersection may be reduced, causing traffic jams.

  An object of the present invention is to provide a technique for facilitating traffic of a pedestrian at a pedestrian crossing and vehicle traffic at an intersection.

  The display control instruction unit of the present invention is configured as follows to achieve the above object.

At the intersection, a pedestrian signal lamp and a vehicle signal lamp are installed as traffic signals. The vehicle traffic situation acquisition unit acquires the traffic situation of the vehicle at the intersection for each approach direction of the vehicle to the intersection. For example, the vehicle traffic status acquisition unit acquires the green hour utilization rate of the vehicle as the traffic status of the vehicle at the intersection for each approach direction of the vehicle to the intersection. The vehicle's blue hour utilization rate is
Vehicle blue hour utilization rate = (number of vehicles entering the intersection) / (blue hour x vehicle saturation traffic flow rate x number of lanes) x 100
Is calculated by
The number of vehicles entering the intersection is the number of vehicles that have entered the intersection during the measurement period (for example, 5 minutes) in the vehicle approach direction to calculate the green hour utilization rate of the vehicle.
The green time is the time when the vehicle signal lamp was green during the measurement period in the approach direction of the vehicle to the intersection that calculates the vehicle's green time utilization rate,
The saturated traffic flow rate of the vehicle is the number of vehicles that can pass per second per lane in the approach direction of the vehicle to the intersection where the green hour utilization rate of the vehicle is calculated.

In addition, the pedestrian crossing situation acquisition unit acquires the pedestrian crossing situation of the pedestrian crossing the crossing at the intersection for each pedestrian crossing direction in the pedestrian crossing. For example, the pedestrian crossing situation acquisition unit acquires the pedestrian's green time utilization rate as the pedestrian crossing situation on the pedestrian crossing for each pedestrian crossing direction on the pedestrian crossing. The pedestrian blue hour usage rate is
Pedestrian blue hour utilization rate = number of pedestrians waiting to cross / (effective green time x crossing pedestrian saturated traffic flow rate x width of pedestrian crossing) x 100
Is calculated by
The number of pedestrians waiting for crossing is the number of pedestrians who have started crossing the pedestrian crossing in the crossing direction in which the pedestrian's green time utilization rate is calculated until a certain time elapses after the pedestrian traffic light turns green. The number of people
Effective green time is the time in which the pedestrian traffic light subtracts the time required to cross the pedestrian crossing from the time of the green light in the crossing direction to calculate the pedestrian's green time utilization rate,
The time required for crossing the pedestrian crossing is the time obtained by dividing the distance in the crossing direction at the pedestrian crossing by the speed of the pedestrian (for example, 1 m / sec),
The crossing pedestrian saturated traffic flow rate is the number of people who can pass per second per 1 m of the width of the crosswalk.

  The signal control information generation unit includes a vehicle traffic situation acquired by the vehicle traffic situation acquisition unit for each approach direction of the vehicle to the intersection, and a pedestrian acquired by the pedestrian crossing situation acquisition unit for each pedestrian crossing direction in the pedestrian crossing. Signal control information used for traffic signal display control is generated according to the crossing condition of the traffic light. That is, the signal control information generation unit generates signal control information used for traffic signal display control using the traffic situation of the vehicle at the intersection and the pedestrian crossing situation at the pedestrian crossing. The signal control information generation unit may be configured to generate signal control information based on, for example, a traffic signal reference display based on signal control parameters.

  And an instruction | indication part instruct | indicates the display control of a traffic signal based on the signal control information which the signal control information generation part produced | generated.

  Therefore, it is possible to perform display control in consideration of the traffic situation of the vehicle at the intersection and the pedestrian crossing situation at the pedestrian crossing for the traffic signal installed at the intersection. Thereby, the pedestrian crossing in a pedestrian crossing and the traffic of the vehicle in an intersection can be made smooth.

  In addition, the display control instruction unit is based on the traffic signal reference display for each traffic situation pattern divided into multiple sections according to the traffic situation of vehicles entering the intersection and the pedestrians crossing the pedestrian crossing. You may make it the structure provided with the sensitivity control information storage part which memorize | stores the sensitivity control information which accept | permits a change. In this case, the signal control information generation unit acquires the vehicle traffic status acquired by the vehicle traffic status acquisition unit for each approach direction of the vehicle to the intersection, and the pedestrian crossing status acquisition unit acquires for each pedestrian crossing direction on the pedestrian crossing. Based on the pedestrian crossing situation, the traffic situation pattern of the intersection is judged, and the sensitive control information stored in the sensitive control information storage unit for the corresponding traffic situation pattern is used for the signal control information used for the display control of the traffic signal. What is necessary is just to make it the structure to produce | generate. As a result, the signal control information can be generated by the signal control information generator in a relatively simple process.

  In particular, the sensitivity control information is set as the allowable extension time that allows the blue time of the pedestrian signal lamp to be extended and the allowable reduction time that allows the blue time of the pedestrian signal lamp to be shortened. Processing for generation can be further simplified.

  In addition, the traffic condition pattern of the intersection includes, for example, the maximum value of the blue hour utilization rate of the vehicle (the traffic direction of the most crowded vehicle at the intersection) and the maximum value of the pedestrian's blue hour utilization rate (at the crosswalk). And the crossing direction of the most crowded pedestrians).

  The display control unit may be configured to control the display of the traffic signal based on the signal control information instructed from the display control instruction unit. In addition, the display control unit can maintain an offset with traffic signals installed at nearby intersections by configuring the traffic signal cycle to match the cycle specified by the signal control parameter. A decrease in the traffic flow of the vehicle between adjacent intersections can also be suppressed.

  According to the present invention, pedestrian crossing at a pedestrian crossing and vehicle traffic at an intersection can be facilitated.

It is a block diagram which shows the structure of the principal part of a traffic control system. It is the schematic which shows an intersection. It is a figure which shows the structure of the principal part of a display control instruction | indication unit. It is a figure which shows the division of the pattern of the traffic condition of an intersection. It is a figure which shows the sensitivity control information with respect to the pattern A-pattern I. It is a block diagram which shows the structure of the principal part of a signal controller. It is a flowchart which shows operation | movement of a display control unit. It is a flowchart which shows the display control parameter determination process of a signal controller. It is a flowchart which shows the display control process of a signal controller. It is a figure which shows a present | indicated floor plan. It is a figure which shows another presenting floor plan.

  Hereinafter, a traffic control system according to an embodiment of the present invention will be described.

  FIG. 1 is a block diagram showing the configuration of the main part of the traffic control system according to this example. The traffic control system according to this example includes a center device 1, a signal controller 2, a sensor 3, and a traffic signal 4.

  The center device 1 is installed in a traffic control center. The center device 1 manages the signal display of the traffic lights 4 installed at each intersection located in the management area. Although details will be described later, the center device 1 includes a display control instruction unit according to the present invention.

  The signal controller 2 is installed around the intersection to be controlled. The intersection to be controlled is an intersection where a traffic signal 4 that controls signal display is installed. In FIG. 1, only one signal controller 2 connected to the center apparatus 1 is shown, but actually, a plurality of signal controllers 2 are connected to the center apparatus 1. Moreover, the signal controller 2 does not necessarily have one intersection to be controlled (for example, two adjacent intersections may be used as intersections to be controlled).

  The sensor 3 counts the number of vehicles that have entered the intersection for each approach direction of the vehicle to the intersection. The sensor 3 counts the number of pedestrians crossing the pedestrian crossing according to the crossing direction of the pedestrians in the crosswalk at the intersection. The sensor 3 senses the number of vehicles counted for each approach direction during a certain time (for example, 1 second) and the number of pedestrians counted for each crossing direction during the certain time. To the signal controller 2. The sensor 3 may have any configuration as long as it can count the number of vehicles and the number of pedestrians. For example, the image processing apparatus described in Japanese Patent Application Laid-Open No. 2015-2401, which is an application by the applicant of the present application, may be used, and various sensors (loop coil type vehicle detection sensor, photoelectric type pedestrian, etc.) It may be one using a detection sensor or the like.

  Traffic lights 4 installed at intersections include a pedestrian signal lamp 4a and a vehicle signal lamp 4b. FIG. 2 is a schematic diagram showing an intersection. In this example, in FIG. 2, the road on which the vehicle travels in the vertical direction is described as the main road, and the road on which the vehicle travels in the left-right direction is described as the secondary road.

  The pedestrian signal lamp 4a is provided for each pedestrian crossing direction on each pedestrian crossing. The vehicle signal lamp 4b is provided for each approach direction of the vehicle to the intersection. As described above, the sensor 3 counts the number of pedestrians crossing the pedestrian crossing at regular intervals. The sensor 3 counts the number of pedestrians for each pedestrian crossing direction 101 to 108 shown in FIG. Further, as described above, the sensor 3 counts the number of vehicles that have entered the intersection at regular intervals. The sensor 3 counts the number of passing vehicles for each of the vehicle detection areas 111 to 114 shown in FIG.

  FIG. 3 is a block diagram illustrating a configuration of a main part of the display control instruction unit included in the center device. The display control instruction unit 10 includes a control unit 11, a green hour utilization rate calculation data storage unit 12, a traffic condition pattern determination data storage unit 13, a sensitive control information storage unit 14, and a communication unit 15. Yes.

  The control unit 11 controls the operation of each part of the display control instruction unit 10 main body. Further, the control unit 11 has a computer that executes the display control instruction method according to the present invention. The display control instruction program according to the present invention is installed in a computer included in the control unit 11.

The green time usage rate calculation data storage unit 12 stores parameters used for calculating the green hour usage rate of the pedestrian for each intersection in the crossing direction of the pedestrian at the pedestrian crossing. The pedestrian blue hour usage rate is
Pedestrian blue hour utilization rate = number of pedestrians waiting to cross / (effective green time x crossing pedestrian saturated traffic flow rate x width of pedestrian crossing) x 100
Is calculated by
The number of pedestrians waiting for crossing is the number of pedestrians who have started crossing the pedestrian crossing in the crossing direction in which the pedestrian's green time utilization rate is calculated until a certain time elapses after the pedestrian traffic light turns green. The number of persons is counted by the sensor 3 and input via the signal controller 2.
The effective green time is the time obtained by subtracting the time required for crossing the pedestrian crossing from the time of the green light by the pedestrian signal lamp in the crossing direction for calculating the pedestrian's green time utilization rate. The time required for crossing the pedestrian crossing is a time obtained by dividing the distance (known) in the crossing direction at the pedestrian crossing by the speed of the pedestrian (for example, 1 m / sec).
The crossing pedestrian saturated traffic flow rate is the number of people who can pass the pedestrian crossing per second per 1 m of the width of the pedestrian crossing.

  The green hour utilization rate calculation data storage unit 12 stores the crossing pedestrian saturated traffic flow rate and the width of the pedestrian crossing for each pedestrian crossing at each intersection as parameters used for calculating the pedestrian's blue hour utilization rate. Yes.

Further, the green hour utilization rate calculation data storage unit 12 stores parameters used for calculating the vehicle blue hour utilization rate for each intersection for each approach direction of the vehicle to the intersection. The vehicle's blue hour utilization rate is
Vehicle blue hour utilization rate = (number of vehicles entering the intersection) / (blue hour x vehicle saturation traffic flow rate x number of lanes) x 100
Is calculated by
The number of vehicles entering the intersection is the number of vehicles that have entered the intersection during the measurement period (for example, 5 minutes) in the vehicle approach direction to calculate the green hour utilization rate of the vehicle. , Counted by the sensor 3 and input via the signal controller 2.
The green time is the time when the vehicle signal lamp was green during the measurement period in the approach direction of the vehicle to the intersection that calculates the vehicle's green time utilization rate,
The saturated traffic flow rate of the vehicle is the number of vehicles that can pass per second per lane in the approach direction of the vehicle to the intersection where the green hour utilization rate of the vehicle is calculated.

  The green hour utilization rate calculation data storage unit 12 stores a saturated traffic flow rate and the number of lanes for each approach direction of the vehicle at each intersection as parameters used for calculating the vehicle blue hour utilization rate.

  For example, for the intersection shown in FIG. 2, the green hour utilization rate calculation data storage unit 12 stores the crossing pedestrian saturated traffic flow rate and the width of the pedestrian crossing for each of the four pedestrian crossings, and the four vehicle entrances. For each direction, store the saturation traffic flow rate and the number of lanes.

  The traffic condition pattern determination data storage unit 13 stores traffic condition pattern determination data for determining a traffic condition pattern at an intersection based on a pedestrian's blue hour usage rate and a vehicle's blue hour usage rate. . In this example, there are nine patterns of pattern A to pattern I shown in FIG. As shown in FIG. 4, the traffic situation pattern at the intersection is divided according to the size of the pedestrian's blue hour usage rate and the vehicle's blue time usage rate. Therefore, the pattern of traffic conditions at the intersection can be determined from the pedestrian's green time utilization rate and the vehicle's blue time utilization rate. For example, if the pedestrian's blue hour utilization rate and the vehicle's blue hour utilization rate are both less than 60%, the intersection traffic condition pattern is determined as pattern A, and the pedestrian's blue hour utilization rate is 60% to 90%. %, The pattern D is determined if both of the vehicle blue hour utilization rates are less than 60%. The traffic situation pattern determination data storage unit 13 stores the pedestrian's blue hour usage rate and the vehicle's blue hour usage rate indicating the patterns A to I shown in FIG. 4 as traffic situation pattern determination data.

  The sensitive control information storage unit 14 stores sensitive control information that allows changes to the reference display of the traffic signal 4 for each of the traffic conditions patterns A to I at the intersection shown in FIG. The reference display of the traffic signal 4 is a display of the traffic signal 4 based on the signal control parameter instructed at that time. The signal control parameter is a parameter that defines a cycle, a split, and an offset as is well known. The cycle is a parameter that defines the time of one cycle of the traffic signal 4, the split is a parameter that defines the time of each display, and the offset is a deviation of the cycle start timing of the traffic signal 4 from the reference intersection. It is a parameter that defines. In this example, the sensitive control information stored in the sensitive control information storage unit 14 is information that associates the allowable extension time of the blue time and the allowable reduction time of the pedestrian signal lamp 4a.

  FIG. 5 is a diagram showing the sensitivity control information for the patterns A to I. In the pattern in which the allowable extension time is 0 in FIG. 5, the extension of the green signal time (the green signal time defined by the signal control parameter) of the pedestrian signal lamp 4a is not allowed. Further, in the pattern in which the permissible shortening time is 0, the shortening of the time of the green signal of the pedestrian signal lamp 4a (the time of the green signal defined by the signal control parameter) is not permitted.

  Pattern A is a state of an intersection where a pedestrian and a vehicle are quiet. In this pattern A, the allowable extension time and the allowable reduction time are both zero. In the pattern A, the blue time of the pedestrian signal lamp 4a and the vehicle signal lamp 4b is not extended or shortened (the display of the traffic signal 4 is a reference display). Therefore, the waiting time of pedestrians at the pedestrian crossing is not increased, and the traffic flow of the vehicle at the intersection is not reduced.

  Pattern B is an intersection where pedestrians are quiet and the vehicles are congested. In this pattern B, the allowable extension time is 0 and the allowable reduction time is 3 seconds. In the pattern B, when there are few pedestrians, the blue hours of the pedestrian signal lamp 4a are shortened, and the blue hours of the vehicle signal lamp 4b are extended. Therefore, the traffic flow of vehicles at the intersection can be improved without increasing the waiting time of pedestrians on the pedestrian crossing.

  Pattern C is an intersection where the pedestrian is quiet and the vehicle is supersaturated. In this pattern C, the allowable extension time is 0 and the allowable reduction time is 5 seconds. In the pattern C, when there are few pedestrians, the blue hours of the pedestrian signal lamp 4a are shortened, and the blue hours of the vehicle signal lamp 4b are extended. In addition, the allowable time for shortening is longer than that of the pattern B. Therefore, the traffic flow of vehicles at the intersection can be improved without increasing the waiting time of pedestrians on the pedestrian crossing.

  Pattern D is a state of an intersection where pedestrians are crowded and vehicles are quiet. In the pattern D, the allowable extension time is 3 sec and the allowable reduction time is 0. In pattern D, when there are many pedestrians, the blue hours of the pedestrian signal lamp 4a are extended, and the blue hours of the vehicle signal lamp 4b are shortened. Therefore, it is possible to reduce the waiting time of pedestrians at the pedestrian crossing without reducing the traffic flow of the vehicle at the intersection.

  Pattern E is a state of an intersection where pedestrians and vehicles are congested. In this pattern E, both the allowable extension time and the allowable reduction time are 5 seconds. In pattern E, when there are many pedestrians, the blue hours of the pedestrian signal lamp 4a are extended, and the blue hours of the vehicle signal lamp 4b are shortened. On the contrary, when there are few pedestrians, the blue hours of the pedestrian signal lamp 4a are shortened, and the blue hours of the vehicle signal lamp 4b are extended. Therefore, an increase in the waiting time of pedestrians at the pedestrian crossing and a decrease in the traffic flow of the vehicle at the intersection can be suppressed according to the situation of the intersection.

  Pattern F is an intersection where pedestrians are crowded and the vehicle is oversaturated. In the pattern F, the allowable extension time is 0 and the allowable reduction time is 3 seconds. In the pattern F, when there are few pedestrians, the blue hours of the pedestrian signal lamp 4a are shortened, and the blue hours of the vehicle signal lamp 4b are extended. Therefore, it is possible to suppress a decrease in the traffic flow of the vehicle at the intersection without increasing the waiting time of the pedestrian at the pedestrian crossing.

  Pattern G is a state of an intersection where a pedestrian is supersaturated and a vehicle is quiet. The pattern G has an allowable extension time of 5 sec and an allowable reduction time of 0. In pattern G, when there are many pedestrians, the blue hours of the pedestrian signal lamp 4a are extended, and the blue hours of the vehicle signal lamp 4b are shortened. Therefore, it is possible to suppress a decrease in the traffic flow of the vehicle at the intersection without increasing the waiting time of the pedestrian at the pedestrian crossing.

  Pattern H is a state of an intersection where pedestrians are supersaturated and vehicles are congested. In the pattern H, the allowable extension time is 3 sec and the allowable reduction time is 0. In the pattern H, when there are many pedestrians, the blue hours of the pedestrian signal lamp 4a are extended, and the blue hours of the vehicle signal lamp 4b are shortened. Accordingly, it is possible to suppress a decrease in the traffic flow of the vehicle at the intersection while suppressing an increase in the waiting time of the pedestrian at the pedestrian crossing.

  Pattern I is a state of an intersection where pedestrians and vehicles are supersaturated. In pattern I, both the allowable extension time and the allowable reduction time are zero. In the pattern I, the display of the traffic signal device 4 is controlled based on the signal control parameter. In this state, the traffic situation of the intersection assumed by the signal control parameter to be designed can be clarified, and can be improved by designing a more appropriate signal control parameter.

  Note that the number of intersection traffic pattern patterns is not limited to the nine patterns shown in FIG. 4, and may be four patterns, sixteen patterns, or the like. The sensitivity control information shown in FIG. 5 is an example in which the allowable extension time and the allowable reduction time are three stages of 0, 3 sec, and 5 sec. The allowable extension time and the allowable reduction time are the above-described times. It may not be, and it does not have to be three stages.

  The communication unit 15 controls communication with the signal controller 2 connected via a communication line. The communication unit 15 receives the sensing signal input by the sensor 3 to the signal controller 2. The communication unit 15 transmits to the signal controller 2 signal control information used for display control of the traffic signal device 4 generated in the process described later.

  FIG. 6 is a block diagram showing the configuration of the main part of the signal controller. The signal controller 2 includes a control unit 21, a sensing signal input unit 22, a traffic signal display control unit 23, and a communication unit 24.

  The control unit 21 controls the operation of each part of the main body of the signal controller 2.

  The sensing signal input unit 22 is connected to the sensor 3. In the detection signal input unit 22, the number of vehicles counted by the approach direction of the intersection during this fixed time by the sensor 3 every fixed time (for example, 1 second), and the number of pedestrian crossings during this fixed time The number of pedestrians counted for each crossing direction is input as a sensing signal.

  The traffic signal display control unit 23 is connected to a traffic signal 4 (pedestrian signal lamp 4a and vehicle signal lamp 4b) installed at an intersection. The traffic signal display control unit 23 controls the display of the traffic signal 4 for each connected traffic signal 4.

  The communication unit 24 controls communication with the center device 1 connected via a communication line. The communication unit 24 transmits the sensing signal input from the sensor 3 to the center device 1. The communication unit 24 receives signal control information used for display control of the traffic signal device 4 from the center device 1.

  Next, the operation of the display control instruction unit 10 provided in the center device 1 will be described. FIG. 7 is a flowchart showing the operation of the display control unit.

  The display control instruction unit 10 determines whether or not the pattern determination timing for determining the traffic situation pattern at the intersection has come (s1). The pattern determination timing may be a fixed time interval (for example, every 5 minutes), or may be a cycle start timing or a cycle end timing of the traffic signal device 4.

  When the display control instruction unit 10 determines that the pattern determination timing is reached in s1, the display control instruction unit 10 calculates the pedestrian's green time utilization rate for each pedestrian crossing direction at the pedestrian crossing (s2). In addition, the display control instruction unit 10 calculates the vehicle blue hour utilization rate for each approach direction of the vehicle at the intersection (s3). The display control instruction unit 10 receives, via the signal controller 2, the number of pedestrians by crossing direction at the pedestrian crossing counted by the sensor 3 and the number of vehicles by crossing direction at the intersection as sensing signals. Has been. As described above, the sensor 3 counts the number of pedestrians on the pedestrian crossing by the crossing direction and the number of vehicles that have entered the intersection by the approaching direction of the intersection at regular intervals (for example, every second). ing.

  In s2, the pedestrian's green time utilization rate in the period from the previous pattern discrimination timing to the current pattern discrimination timing is calculated for each pedestrian crossing direction at the pedestrian crossing. Further, in s3, the green time utilization rate of the vehicle in the period from the previous pattern determination timing to the current pattern determination timing is calculated for each approach direction of the vehicle at the intersection.

  The display control instruction unit 10 discriminates the traffic condition pattern of the intersection using the pedestrian's blue hour usage rate calculated in s2 and the vehicle's blue time usage rate (s4). In s4, the nine patterns shown in FIG. 4 are used by using the maximum value of the pedestrian's green time utilization rate calculated for each crossing direction in s2 and the maximum value of the vehicle's blue time utilization rate calculated for each approach direction in s3. It is determined which of the following is true.

  The display control instruction unit 10 reads the sensitive control information associated with the traffic condition pattern at the intersection determined in s4 from the sensitive control information storage unit 14 (s5), and generates signal control information (s6). The signal control information generated in s6 includes the sensitive control information (extended permissible time and permissible shortening time) read out in s5, the green signal stepping step (sensitive stepping step) of the pedestrian signal lamp 4a that permits the extension or shortening. The vehicle signal lamp 4b absorbs the extension or shortening of the green signal of the traffic signal lamp 4a, and the signal control parameter for setting the reference display of the traffic signal 4 at that time is included.

  In step s6, for example, the step of the green signal of the vehicle signal lamp 4b that absorbs the extension of the green signal of the pedestrian signal lamp 4a is changed to the step of the green signal of the signal lamp 4b for the vehicle in which the blue hour utilization rate of the vehicle is minimum. Make a step. Further, in s6, for example, the step of the green signal of the vehicle signal lamp 4b that absorbs the shortening of the green signal of the pedestrian signal lamp 4a is changed to the blue signal of the vehicle signal lamp 4b having the maximum blue time utilization rate of the vehicle. Make it a step on the floor.

  The display control instruction unit 10 outputs a display control instruction to the signal controller 2 (s7), and returns to s1. The display control instruction output to the signal controller 2 in s7 includes the signal control information generated in s6.

  The signal controller 2 performs display control parameter determination processing for determining the display control parameter of the traffic signal 4 in the next cycle and the display control parameter determination in accordance with the display control instruction from the center device 1 (display control instruction unit 10). A signal display control process for controlling the display of the traffic signal device 4 with the display control parameter determined in the process is performed. FIG. 8 is a flowchart showing display control parameter determination processing of the signal controller.

  When receiving the display control instruction from the center device 1 (display control instruction unit 10) (s11), the signal controller 2 determines the reference time of each step of the traffic signal 4 installed at the intersection (s12). The reference time for each step determined in s12 is a time based on the signal control parameter.

  The signal controller 2 gives an attribute to each step (s13). The attribute given in s13 is controlled by a sensitive step for extending or shortening the blue time by the sensitive control, an adjustment step for absorbing the blue time extended or shortened by the sensitive step, or a time based on the signal control parameter. Is one of the reference step steps.

  The signal controller 2 gives the extension allowance time and the shortening allowance time to the sensitive step in the attribute assigned in s13 (s14), and returns to s11.

  FIG. 9 is a flowchart showing display control processing of the signal controller. The signal controller 2 determines whether or not the attribute of the step to be executed is the sensitive step (s21). If it is a sensitive step, the signal controller 2 waits for the minimum blue time to elapse (s22). The minimum blue time is a time obtained by subtracting the reduction allowable time from the reference time of this step.

  If the signal controller 2 determines that the minimum blue time has elapsed in s22, the signal controller 2 determines whether the maximum blue time has elapsed (s23) or whether there is a gap detection (s24). The maximum blue time is a time obtained by adding the extension allowable time to the reference time of this step. In addition, the signal controller 2 determines that there is a gap detection when the pedestrian, which is the indication of this step, has not been detected for a certain period of time. As described above, the sensor 3 inputs a sensing signal to the signal controller 2 at regular intervals. The signal controller 2 determines the gap sensing according to s24 based on the sensing signal input from the sensor 3.

  When the signal controller 2 determines that the maximum blue time has elapsed in s23 or that there is a gap detection in s24, the signal controller 2 proceeds to the next step (s28) and returns to s21.

  Moreover, if the signal controller 2 determines that it is not a sensitive step in s21, it determines whether it is an adjustment step (s25). If the signal controller 2 determines that it is an adjustment step in s25, it waits for the adjustment time to elapse (s26). The adjustment time absorbs the time of the green light of the pedestrian signal lamp 4a extended or shortened by the immediately preceding sensitive step, and keeps the cycle of the traffic light 4 at the intersection constant. Specifically, a time obtained by subtracting the time of the green light of the pedestrian signal lamp 4a extended in the immediately preceding sensitive step from the reference time, or a pedestrian signal lamp shortened in the immediately preceding sensitive step from the reference time. This is the time obtained by adding the time of the 4a green light.

  If the signal controller 2 determines that the adjustment time has elapsed in s26, the signal controller 2 proceeds to the next step (s28) and returns to s21.

  On the other hand, if the signal controller 2 determines that it is not the adjustment step in s25 (if it is determined that it is the reference step), the signal controller 2 waits for the reference time to elapse (s27) and proceeds to the next step (s28). ), Return to s21.

  Next, a supplementary explanation of the above-described processing will be given with reference to the current floor plan shown in FIG. This presenting floor plan is a presenting floor plan of the traffic signal 4 when the intersection shown in FIG. 2 is a pedestrian separation intersection. The floor steps are 13 steps.

  Steps 1 and 2 are in phase Φ1, which is a vehicle on the main road side. The step steps 3 and 4 are the phase Φ2, which is a right turn vehicle on the main road side. In addition, the step 5 is a step in which all traffic signals 4 are turned red to fly vehicles and pedestrians located in the intersection. The step steps 6 and 7 are the phase Φ3, which is a vehicle on the side of the secondary road. The step steps 8 and 9 are in the phase Φ4, which is a right-turn vehicle on the side of the secondary road. Further, the step 10 is a step in which all traffic signals 4 are turned red to fly vehicles and pedestrians located in the intersection. Further, the step steps 6 and 7 are the phase Φ5 in which the present indication is a pedestrian. The step 13 is a step in which all the traffic signals 4 are turned red to fly vehicles and pedestrians located in the intersection.

  In the present floor plan shown in FIG. 10, the step 13 is a sensitive step. When the time of the green light of the pedestrian signal lamp 4a (the time of the step 13) is extended, among the steps 1, 3, 6 and 8, the step having the lowest blue hour utilization rate is the adjustment step. become. Thereby, the waiting time of the pedestrian in a pedestrian crossing can be reduced, without disturbing the traffic of the vehicle in an intersection.

  In addition, according to the blue hour utilization rate of the floor steps 1, 3, 6, and 8, it may be an adjustment floor step to which the extension time of the floor step 13 is allocated. For example, when the time of the green light of the pedestrian signal lamp 4a is extended by 5 seconds at the step 13 of the floor, the step 1 is shortened by 2 seconds, the step 6 is shortened by 1 second, and the step 8 is shortened by 2 seconds. Also good.

  In addition, when the time of the green light of the pedestrian signal lamp 4a (time of the step 13) is shortened, the step of the step in which the blue hour utilization rate of the vehicle is the highest among the steps 1, 3, 6, 8 Becomes the adjustment step. Thereby, the traffic of the vehicle in an intersection can be made smooth, without increasing the waiting time of the pedestrian in a pedestrian crossing.

  In this case as well, the adjustment step may be an adjustment step in which the shortening time of the step 13 is allocated according to the blue hour utilization rate of the vehicle in the steps 1, 3, 6, and 8. For example, when the time of the green light of the pedestrian signal lamp 4a is shortened by 5 seconds in the step 13, the step 1 may be extended by 3 seconds and the step 8 may be extended by 2 seconds.

  Moreover, FIG. 11 is another presenting floor plan. This current floor plan is also a current floor diagram of the traffic signal 4 when the intersection shown in FIG. 2 is a pedestrian separation intersection. The floor steps are 14 steps. The step steps 1 and 2 are phase Φ1 which is a straight vehicle on the main road side and a pedestrian crossing the main road. The steps 3 and 4 are the phase Φ2 which is a straight traveling vehicle on the main road side and a left turn vehicle. Floor steps 5 and 6 are phase Φ3, which is a right turn vehicle on the main road side. Further, the step 7 is a step in which all traffic signals 4 are turned red in order to fly vehicles and pedestrians located in the intersection.

  The step steps 8 and 9 are phase Φ4, which is a straight vehicle on the side of the secondary road and a pedestrian crossing the secondary road. The step steps 10 and 11 are the phase Φ5 which is a straight traveling vehicle on the side of the secondary road and a left turn vehicle. The step steps 12 and 13 are the phase Φ6 which is a right turn vehicle on the main road side. Further, the step 14 is a step in which all traffic signals 4 are turned red to fly vehicles and pedestrians located in the intersection.

  In the present floor plan shown in FIG. 11, the step 1 or the step 8 is a sensitive step. When the time of the green light of the pedestrian signal lamp 4a (the time of the step 1 or the step 8) is extended, the usage rate of the vehicle in the blue time is the lowest among the steps 3, 5, 10, 12 of the steps. The next step becomes the adjustment step. Thereby, the waiting time of the pedestrian in a pedestrian crossing can be reduced, without disturbing the traffic of the vehicle in an intersection.

  If the green signal time of the pedestrian signal lamp 4a is extended by 5 seconds in the step 1, the step 3 is shortened by 5 seconds and the indication of the vehicle traveling straight on the main road is adjusted to the time determined by the signal control parameters. May be. Similarly, when the time of the green light of the pedestrian signal lamp 4a is extended by 5 seconds at the step 8 of the step, the step 10 is shortened by 5 seconds, and the indication of the vehicle traveling straight on the secondary road is set to a time determined by the signal control parameter. You may combine them. Moreover, you may allocate the time of the green signal of the pedestrian signal lamp | ramp 4a extended in the step 1 or the step 8 according to the blue time utilization rate of the vehicle of the steps 3, 5, 10, and 12.

  Further, when the time of the green light of the pedestrian signal lamp 4a (the time of the step 1 or the step 8) is shortened, among the steps 3, 5, 10, 12 of the steps, the blue hour utilization rate of the vehicle is the maximum. The step which was was changed to the adjustment step. Thereby, the traffic of the vehicle in an intersection can be made smooth, without increasing waiting time for the pedestrian crossing in a pedestrian crossing.

  If the green signal time of the pedestrian signal lamp 4a is shortened by 5 seconds at the step 1 of the step, the step 3 is extended by 5 seconds, and the indication of the vehicle traveling straight on the main road is adjusted to the time determined by the signal control parameter. May be. Similarly, when the time of the green light of the pedestrian signal lamp 4a is shortened by 5 seconds at the step 8 of the stairs, the step 10 is extended by 5 seconds, and the vehicle traveling straight on the secondary road is set to a time determined by the signal control parameter. You may combine them. Moreover, you may allocate the time of the green light of the pedestrian signal lamp 4a shortened by the step 1 or the step 8 according to the green time utilization rate of the vehicle of the steps 3, 5, 10, and 12.

  Moreover, in the case of the present floor plan shown in FIG. 11, it may be configured not to prohibit both the step 1 and the step 8 from being the sensitive step. That is, a configuration in which a plurality of sensitive step steps are set in one cycle of the traffic signal 4 may be employed.

  Thus, in the traffic control system according to this example, according to the traffic situation pattern of the intersection determined using the green time utilization rate of pedestrians by crossing direction and the blue time utilization rate of vehicles by approach direction, Since the time of the green light of the pedestrian signal lamp 4a is extended or shortened, pedestrian crossing at the pedestrian crossing and vehicle traffic at the intersection can be facilitated.

  Moreover, since the adjustment step is provided, the cycle of the traffic signal device 4 can be adjusted to the time set by the signal control parameter. Therefore, since the offset with the traffic signal 4 installed in the surrounding intersection can be maintained, the fall of the traffic flow of the vehicle between adjacent intersections can also be suppressed.

  In s6, signal control information is generated in which the extension time or reduction time is determined for each step using the green time usage rate of pedestrians by crossing direction and the blue time usage rate of vehicles by approach direction. It is good also as composition to do. In other words, the pedestrian signal lamp 4a may not be cut off due to the gap sensitivity.

  Moreover, the structure which changes with respect to the time set with the signal control parameter may be sufficient, without providing an adjustment step, and the cycle of the traffic signal apparatus 4 may be sufficient.

  Further, in the above description, the current floor plan of the pedestrian separation type intersection is shown in FIGS. 10 and 11, but the present invention can be applied even to an intersection that is not a pedestrian separation type.

  The traffic pattern at the intersection was judged using the maximum value of the pedestrian's green hour utilization rate and the maximum value of the vehicle's blue hour utilization rate, but the traffic situation was judged for each pedestrian and vehicle direction. Also good. In this case, what is necessary is just to define a sensitive step according to the direction of a pedestrian and a vehicle.

DESCRIPTION OF SYMBOLS 1 ... Center apparatus 2 ... Signal control machine 3 ... Sensor 4 ... Traffic signal machine 4a ... Pedestrian signal lamp 4b ... Vehicle signal lamp 10 ... Display control instruction | indication unit 11 ... Control part 12 ... Blue time utilization rate calculation data storage part DESCRIPTION OF SYMBOLS 13 ... Traffic condition pattern judgment data storage part 14 ... Sensitive control information storage part 15 ... Communication part 21 ... Control part 22 ... Sensing signal input part 23 ... Traffic signal display control part 24 ... Communication part

Claims (10)

A vehicle traffic condition acquisition unit for acquiring a traffic condition of a vehicle at an intersection where a pedestrian signal lamp and a vehicle signal lamp are installed as a traffic signal according to an approach direction of the vehicle to the intersection;
A pedestrian crossing situation acquisition unit for acquiring a pedestrian crossing situation across the pedestrian crossing of the intersection according to a pedestrian crossing direction in the pedestrian crossing;
According to the vehicle traffic situation acquired by the vehicle traffic situation acquisition unit for each approach direction of the vehicle to the intersection, and the pedestrian crossing situation acquired by the pedestrian crossing situation acquisition unit for each pedestrian crossing direction in the pedestrian crossing A signal control information generating unit for generating signal control information used for display control of the traffic signal device;
A display control instruction unit comprising: an instruction unit that instructs display control of the traffic signal based on the signal control information generated by the signal control information generation unit.   The display control instruction unit according to claim 1, wherein the signal control information generation unit generates the signal control information based on a reference display of the traffic signal based on a signal control parameter. Permits a change to the reference display of the traffic signal for each traffic situation pattern of the intersection divided into a plurality according to the traffic situation of a vehicle entering the intersection and the crossing situation of a pedestrian crossing the pedestrian crossing. A sensitive control information storage unit for storing sensitive control information is provided.
The signal control information generation unit includes a vehicle traffic situation acquired by the vehicle traffic situation acquisition unit for each approach direction of the vehicle to the intersection, and a pedestrian crossing situation acquisition unit for each pedestrian crossing direction in the pedestrian crossing. Based on the acquired pedestrian crossing situation, the traffic situation pattern of the intersection is judged, and the sensitive control information stored in the sensitive control information storage unit for the corresponding traffic situation pattern is used for display control of the traffic signal. The display control instruction unit according to claim 1 or 2, which generates signal control information to be used.   The sensitivity control information storage unit includes, as the sensitivity control information, an extension allowable time that allows an extension of a blue time of the pedestrian signal lamp, and a reduction allowable time that allows a reduction of the blue time of the pedestrian signal lamp. The display control instruction unit according to claim 3, wherein: The vehicle traffic situation acquisition unit obtains a vehicle blue hour utilization rate as a vehicle traffic situation,
The display control instruction unit according to any one of claims 1 to 4, wherein the pedestrian crossing situation acquisition unit acquires a pedestrian's green time utilization rate as a pedestrian crossing situation. The vehicle traffic situation acquisition unit obtains a vehicle blue hour utilization rate as a vehicle traffic situation,
The pedestrian crossing situation acquisition unit acquires a pedestrian's green time utilization rate as a pedestrian crossing situation, and the signal control information generation unit is classified by the vehicle traffic situation acquisition unit for each approach direction of the vehicle to the intersection. Using the acquired maximum value of the blue hour utilization rate of the vehicle and the maximum value of the pedestrian's green time utilization rate acquired by the pedestrian crossing situation acquisition unit for each pedestrian crossing direction in the pedestrian crossing, The display control instruction unit according to claim 3, wherein the traffic condition pattern of the intersection is determined. A display control instruction unit according to any one of claims 1 to 6;
A signal display control system comprising: a display control unit that includes a display control unit that controls display of the traffic signal based on the signal control information instructed from the display control instruction unit.   The signal display control system according to claim 7, wherein the display control unit of the display control unit matches a cycle of the traffic signal with a cycle defined by a signal control parameter. Vehicle traffic status acquisition step for acquiring the traffic status of the vehicle at the intersection where the pedestrian signal lamp and the vehicle signal lamp are installed as traffic signals according to the approach direction of the vehicle to the intersection;
A pedestrian crossing situation acquisition step for acquiring a pedestrian crossing situation across the pedestrian crossing of the intersection for each pedestrian crossing direction in the pedestrian crossing;
According to the vehicle traffic situation obtained by the vehicle traffic situation acquisition step for each approach direction of the vehicle to the intersection, and the pedestrian crossing situation obtained by the pedestrian crossing situation acquisition step for each pedestrian crossing direction at the pedestrian crossing. , A signal control information generating step for generating signal control information used for display control of the traffic signal device;
An instruction step of instructing display control of the traffic signal based on the signal control information generated by the signal control information generation step. Vehicle traffic status acquisition step for acquiring the traffic status of the vehicle at the intersection where the pedestrian signal lamp and the vehicle signal lamp are installed as traffic signals according to the approach direction of the vehicle to the intersection;
A pedestrian crossing situation acquisition step for acquiring a pedestrian crossing situation across the pedestrian crossing of the intersection for each pedestrian crossing direction in the pedestrian crossing;
According to the vehicle traffic situation obtained by the vehicle traffic situation acquisition step for each approach direction of the vehicle to the intersection, and the pedestrian crossing situation obtained by the pedestrian crossing situation acquisition step for each pedestrian crossing direction at the pedestrian crossing. , A signal control information generating step for generating signal control information used for display control of the traffic signal device;
A display control instruction program for causing a computer to execute an instruction step for instructing display control of the traffic signal based on the signal control information generated by the signal control information generation step.

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