JP2018077709A - Signal controller, signal control method and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique capable of adjusting in real time the time of displaying a permission signal permitting a vehicle to flow out to an outflow path existing in a specific direction of an intersection, in response to changes in traffic conditions.SOLUTION: A control part of a signal controller is configured to: acquire detection information obtained by detecting, on an inflow path to an intersection, a vehicle trying to flow out to a first outflow path existing in a specific direction of the intersection; extend, up to a maximum limit time, the time of displaying a first permission signal at a signal light permitting the vehicle to flow out to the first outflow path on the basis of the detection information; acquire travel information transmitted from the vehicle having passed through the intersection; determine a degree of traffic congestion on the inflow path for the vehicle trying to flow out to the first outflow path on the basis of the travel information; and adjustably control the maximum limit time on the basis of the degree of traffic congestion.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a technique for controlling the display time of a signal light in order to reduce vehicle traffic.

  Conventionally, a technique called right turn sensitive control is known as a technique for alleviating a right turn traffic jam caused by a right turn vehicle (see Patent Document 1 below).

  In the right turn sensitive control, first, it is determined whether or not the minimum time, which is the time when the right arrow is displayed (lighted) for at least this time after the blue right arrow that permits the right turn, is displayed. The When the minimum time has elapsed, it is determined whether there is a vehicle waiting for a right turn based on information from a sensing device that senses the vehicle waiting for a right turn. When it is determined that there is no vehicle waiting for a right turn, the display of the right arrow is terminated at that time.

  On the other hand, when it is determined that there is a vehicle waiting for a right turn, the display time of the right arrow is extended by unit time. When the extended time elapses, it is determined again whether there is a vehicle waiting for a right turn. If there is no vehicle waiting for a right turn, the display of the right arrow is terminated at that time. On the other hand, when there is a vehicle waiting for a right turn, the display time of the right arrow is extended again by unit time. Thereafter, the same processing is repeated.

  Here, even if there is a vehicle waiting for a right turn, the display time of the right arrow cannot be extended indefinitely. Therefore, in the right turn sensitive control, a maximum time is set, which is a time when the display of the right arrow is discontinued when this time elapses at most after the right arrow is displayed. That is, when the maximum time has elapsed since the right arrow was displayed, even if there is a vehicle waiting for a right turn, the display of the right arrow is terminated at that time.

  In recent years, there has been known a technique capable of collecting information called probe information, which is information related to vehicle travel, by the vehicle itself. Patent Document 2 listed below discloses a technique for determining the smoothness of a right turn outflow based on probe information and extending the display time of a right arrow when it is determined that the smoothness is not smooth.

JP 2010-250850 A JP 2012-190162 A

  The technique described in Patent Document 2 is a technique for setting the display time of the right arrow to an appropriate length without installing equipment (such as a sensing device) in right turn sensitive control at an intersection. However, since the technique disclosed in Patent Document 2 does not use right-turn sensitive control, it cannot eventually cope with changes in traffic conditions in real time.

  For example, in the technique described in Patent Document 2, when the display time of the right arrow is set to a long time, there is a possibility that a situation where the right-turn traffic jam has already been resolved may occur.

  In view of the circumstances as described above, the object of the present invention is to display the display time of the permission signal that permits the vehicle to flow out to the outflow path ahead of the intersection in a specific direction in real time according to changes in traffic conditions. It is to provide a technique that can be changed correspondingly.

A signal control apparatus according to an aspect of the present invention includes a control unit.
The control unit obtains sensing information obtained by sensing a vehicle that is about to flow out to the first outflow path ahead of the intersection in a specific direction on the inflow path to the intersection, and Based on the information, the display time of the first permission signal in the signal light that permits the vehicle to flow out to the first outflow path is extended to the maximum time and transmitted from the vehicle that has passed the intersection Obtain travel information, and based on the travel information, determine the degree of traffic congestion in the inflow path of the vehicle that is about to flow out to the first outflow path, and vary the maximum time based on the traffic congestion level To control.

  In this signal control device, the maximum time in the sensitive control can be changed to an appropriate length in accordance with the degree of congestion of the vehicle on the inflow path. Moreover, in this signal control apparatus, since sensitive control is performed as basic control, the display time of a 1st permission signal can be changed corresponding to the change of a traffic condition in real time.

  In the signal control device, the control unit determines the number of times the vehicle has waited during a period in which the first permission signal is not displayed based on the travel information, and determines the degree of congestion according to the number of times. May be.

  Thereby, the degree of traffic jam can be determined appropriately.

  In the signal control device, the congestion degree of the first outflow path is determined based on the travel information, and the maximum time is determined based on the congestion degree of the inflow path and the congestion degree of the first outflow path. May be variably controlled.

  As a result, the maximum limit time in the sensitive control can be changed to an appropriate length according to the congestion degree of the inflow path and the congestion degree of the first outflow path.

  In the signal control device, the inflow path is ahead of the first inflow path used by the vehicle that is about to flow out to the first outflow path and the intersection at a direction other than the specific direction. A second inflow path used by the vehicle that is about to flow out to the second outflow path, and the first inflow path branches off from the second inflow path at a branch point. It may be. In this case, the control unit may determine the degree of congestion on the first inflow path based on the travel information.

  Thereby, the degree of traffic jam can be determined appropriately.

  In the signal control device, the control unit is configured to determine, based on the travel information, the progress of the vehicle that the vehicle that is about to flow out to the first outflow path is about to flow out to the second outflow path. It may be determined whether or not the second inflow path is obstructed, and the degree of congestion in the first inflow path may be determined according to whether or not the vehicle is blocked.

  Thereby, the degree of traffic jam can be determined appropriately.

  In the above signal control device, the control unit may display a second permission signal in the signal light that permits the vehicle to flow out to the second outflow path, even though the second permission signal is displayed. When the vehicle is stopped in a state of being located on the upstream side, it may be determined that the vehicle is prevented from proceeding.

  Thereby, the degree of traffic jam can be determined appropriately.

  In the signal control device, the control unit obtains first traveling information transmitted from the vehicle that has flowed out to the first outflow path as the traveling information, and based on the first traveling information, The degree of congestion may be determined.

  Thereby, the degree of traffic jam can be determined appropriately.

  In the signal control device, the control unit acquires second traveling information transmitted from the vehicle that has flowed out to the second outflow path as the traveling information, and based on the second traveling information, The degree of congestion may be determined.

  Thereby, the degree of traffic jam can be determined appropriately.

A signal control method according to an aspect of the present invention provides sensing obtained by sensing a vehicle that is about to flow out to a first outflow path ahead in a specific direction at an intersection at the inflow path to the intersection. Get information,
Based on the sensing information, the display time of the first permission signal in the signal light that permits the vehicle to flow out to the first outflow path is extended to the maximum time,
Obtain travel information transmitted from the vehicle that has passed the intersection,
Based on the travel information, determine the degree of congestion in the inflow path of the vehicle that is about to flow out to the first outflow path,
And variably controlling the maximum time based on the degree of congestion.

A program according to one aspect of the present invention is:
Obtaining sensing information obtained by sensing in the inflow path to the intersection a vehicle that is about to flow out to the first outflow path ahead of the intersection in a specific direction;
Extending the display time of the first permission signal in the signal light permitting the vehicle to flow out to the first outflow path to the maximum time based on the sensing information;
Obtaining travel information transmitted from the vehicle that has passed the intersection;
Determining the degree of congestion in the inflow path of the vehicle that is about to flow out to the first outflow path based on the travel information;
And causing the computer to execute a step of variably controlling the maximum time limit based on the degree of congestion.

  As described above, according to the present invention, the display time of the permission signal that permits the vehicle to flow out to the outflow path ahead of the intersection in a specific direction corresponds to the change in traffic conditions in real time. Techniques that can be changed can be provided.

It is a figure which shows the signal control system which concerns on one Embodiment of this invention. It is a figure which shows the signal control apparatus and signal lamp which concern on one Embodiment of this invention. It is a flowchart which shows the process of the control part in a signal control apparatus. It is a figure which shows a mode when the right turn vehicle has blocked | interrupted the progress of the straight vehicle in the straight inflow path, although the green light is displayed with the signal light.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings.

<Configuration of Signal Control System 100 and Configuration of Each Unit>
FIG. 1 is a diagram showing a signal control system 100 according to an embodiment of the present invention. FIG. 2 is a diagram illustrating the signal control device 10 and the signal lamp 20 according to an embodiment of the present invention. As shown in FIGS. 1 and 2, the signal control system 100 includes a signal control device 10, a signal lamp 20, a sensing device 30, and a road device 40.

  In the example shown in FIG. 1, the road extending in the north-south direction and the road extending in the east-west direction intersect at a right angle at the intersection. The road extending in the north-south direction has two lanes (partly three lanes) on one side and four lanes (partly five lanes) on both sides. On the other hand, the road extending from east to west has one lane on one side and two lanes on both sides. The vehicle 5 is left-hand traffic, and the vehicle 5 can turn right, go straight, or turn left at the intersection according to the lighting state of the signal light 20.

  Here, in the description of the present specification, a road through which the vehicle 5 flows into the intersection is referred to as an inflow path 1, and a road through which the vehicle 5 flows out from the intersection is referred to as an outflow path 2.

  In FIG. 1, the road on the west side of the central line 3 among the roads on the south side of the intersection, the road on the east side of the central line 3 among the roads on the north side of the intersection, and the road on the south side of the central line 3 among the roads on the east side of the intersection Of the road and the road on the west side of the intersection, the inflow path 1 is a road on the north side of the center line 3.

  On the other hand, among the roads on the south side of the intersection, roads on the east side of the central line 3, roads on the north side of the intersection, roads on the west side of the central line 3, roads on the east side of the intersection, roads on the north side of the central line 3, Of the roads on the west side of the intersection, the road on the south side of the center line 3 is the outflow path 2.

  The inflow channel 1 on the road extending in the north-south direction is partially divided into three lanes. Of the three lanes, the lane located at the endmost side is used by the straight-ahead vehicle 5b and the left turn vehicle 5c, and the lane located at the center of the three lanes is used by the straight-ahead vehicle 5b. Of the three lanes, the lane located closest to the center line 3 is used by the right turn vehicle 5a.

  In the description of the present specification, of the three lanes in the inflow passage 1, the lane located on the most end side and the two lanes located in the center are collectively referred to as the straight inflow passage 1a (second inflow passage). ). On the other hand, of the three lanes in the inflow path 1, the lane located closest to the center line 3 is referred to as a right turn inflow path 1 b (first inflow path). This right turn inflow path 1b branches off from the straight inflow path 1a at the branch point 6, and the length (the length from the branch point 6 to the stop line 4) is, for example, 30 m.

  At the intersection, four signal lamps 20 are provided corresponding to the four inflow paths 1. The signal lamp 20 includes a blue signal lamp 21, a yellow signal lamp 22, and a red signal lamp 23 in order from the left. The signal lamp 20 includes a signal lamp 24 with a right arrow arranged below the signal lights 20 of these three colors.

  In the example shown in FIG. 1, the right-point signal light 24 is provided for the two signal lights 20 provided corresponding to the inflow path 1 of the road extending from north to south. It is not provided for the two signal lights 20 provided corresponding to the road 1.

  In the description of the present specification, a state in which the blue signal lamp 21 is lit and the other signal lamps 22, 23, 24 are not lit is referred to as a blue signal, the yellow signal lamp 22 is lit, and the other signal lamps 21, 23, 24 are turned on. The state where is not lit is called a yellow signal. The state in which the red signal lamp 23 is lit and the other signal lights 21, 22, 24 are not lit is called a red signal, the red signal lamp 23 and the right signal lamp 24 are lit, and the other signal lights 21, 22 are turned on. The state where is not lit is called a right arrow signal.

  In this embodiment, the lighting state of the signal lamp 20 is controlled in the order of a blue signal, a yellow signal, a right arrow signal, and a red signal in one cycle period. The green signal is a permission signal (second permission signal) that permits the vehicle 5 to go straight, turn right, and turn left, and the yellow signal is a caution signal. The right arrow signal is a permission signal (first permission signal) that permits the vehicle 5 to turn right, and the red signal is a prohibition signal that prohibits entry to the intersection.

  A vehicle-mounted device (not shown) is mounted on the vehicle 5. This in-vehicle device communicates with a GPS satellite (GPS: Global Positioning System), acquires time information, position information of the vehicle 5 and the like at predetermined intervals and stores them as probe information (running information). To do.

  Each of the four outflow paths 2 is provided with an on-road device 40 that transmits and receives information wirelessly with an in-vehicle device mounted on the vehicle 5. The road device 40 is, for example, a local communication device such as an optical beacon or a radio beacon. The road device 40 is typically arranged in the vicinity of an intersection in the outflow path 2.

  The road device 40 includes a road device main body 41 and a communication device 42. The communicator 42 receives probe information from the in-vehicle device of the vehicle 5 that has entered the communication area, and transmits traffic information (such as traffic jam information and traffic stop information) to the in-vehicle device. The on-road device main body 41 comprehensively controls each part of the on-road device 40 and stores information necessary for transmission and reception. The roadside device main body 41 receives traffic information from the signal control device 10 by wire or wireless, and transmits probe information to the signal control device 10.

  The number of communication devices 42 of the road device 40 is set according to the number of lanes in the outflow path 2. For example, in the example shown in FIG. 1, the on-road device 40 provided in the outflow path 2 of the road extending from north to south is provided with two communication devices 42 (since it has two lanes), while it extends from east to west. The on-road device 40 provided on the outflow path 2 of the road is provided with one communication device 42 (because it is one lane).

  In the inflow path 1 of the road extending from north to south, a sensing device 30 is provided in the vicinity of the intersection. The sensing device 30 has a sensing device body 31 and a sensor 32. The sensor 32 senses whether or not the vehicle 5 exists in the sensing area in the right turn inflow path 1b, and acquires sensing information. The sensing area of the sensor 32 is set to a position where the vehicle 5 stopped immediately before the stop line 4 can be detected in the right turn inflow path 1b.

  The sensing device main body 31 comprehensively controls the sensing device 30 and stores sensing information obtained by the sensor 32. The sensing device main body 31 transmits sensing information to the signal control device 10 by wire or wireless.

  The signal control device 10 is installed at each intersection, and comprehensively controls the four signal lights 20 provided at the intersection. In addition, in this embodiment, although the case where the signal control apparatus 10 is installed for every intersection is assumed, the signal control apparatus 10 may be installed for every signal lamp 20, and may control for every signal lamp 20. . Or the signal control apparatus 10 may be installed for every specific area, and may perform control for every signal lamp 20 which exists in a specific area. When the signal control device 10 is installed for each specific region, the signal control device 10 may be installed in a traffic control center that manages and controls traffic in the specific region.

  As shown in FIG. 2, the signal control device 10 includes a control unit 11, a storage unit 12, and a communication unit 13. The communication unit 13 transmits and receives information to and from the road device and the sensing device by wire or wireless. Specifically, the communication unit 13 transmits traffic information to the road device 40 and receives probe information from the road device 40. Further, the communication unit 13 receives sensing information from the sensing device 30.

  Further, the communication unit 13 can communicate with the control device in the traffic control center by wire or wireless, receives traffic information from the traffic control center, and also displays information such as the display time in the signal light 20 in the traffic control. Send to center.

  The storage unit 12 includes a volatile memory used as a work area of the control unit 11, and various programs necessary for processing of the control unit 11 and a nonvolatile memory in which various types of information are stored. The various programs may be read from a portable recording medium such as an optical disk or a semiconductor memory, or may be downloaded from a server device on a network.

  The control unit 11 is configured by a CPU (Central Processing Unit) or the like. The control unit 11 performs various operations based on various programs stored in the storage unit 12 and controls each unit of the signal control device 10 in an integrated manner. In the present embodiment, the control unit 11 executes the right turn sensitive control, or variably controls the maximum time in the right turn sensitive control according to the degree of congestion of the vehicle 5 in the inflow path 1. Specific processing of the control unit 11 will be described in detail later.

<Description of operation>
Next, processing of the control unit 11 in the signal control device 10 will be described. FIG. 3 is a flowchart showing processing of the control unit 11 of the signal control apparatus 10.

  Here, the control of the signal lamp 20 provided corresponding to the inflow path 1 on the south side of the intersection and the control of the signal lamp 20 provided corresponding to the inflow path 1 on the north side of the intersection are the same. Therefore, in the description of the processing of the control unit 11, a case in which the signal lamp 20 provided corresponding to the inflow path 1 on the south side of the intersection is controlled will be representatively described.

  In the description of the processing of the control unit 11, when the inflow path 1, the straight inflow path 1a, and the right turn inflow path 1b are simply called, the inflow path 1, the straight inflow path 1a, and the right turn inflow path 1b on the south side of the intersection. Shall be pointed to.

  Further, in the description of the processing of the control unit 11, with reference to the inflow path 1 on the south side of the intersection, the outflow path 2 (that is, the outflow path 2 on the east side of the intersection) that is turned right at the intersection (traveled in a specific direction). : First outflow path) is called right turn outflow path 2a. Also, with reference to the inflow path 1 on the south side of the intersection, the outflow path 2 that has traveled straight ahead (traveled in a direction other than a specific direction) (that is, the outflow path 2 on the north side of the intersection: the second outflow path) ) Is called a straight outflow passage 2b. Also, with reference to the inflow path 1 on the south side of the intersection, the outflow path 2 (that is, the outflow path 2 on the west side of the intersection: the second outflow path) at the left of the intersection (traveled in a direction other than a specific direction) ) Is called a left turn outflow passage 2c.

  Further, in the description of the processing of the control unit 11, the vehicle 5 that is going to turn right from the inflow path 1 on the south side of the intersection to the outflow path 2 (right turn outflow path 2a) on the east side is turned right. Called car 5a. Further, a vehicle 5 that is going straight from the inflow path 1 on the south side of the intersection and going out to the outflow path 2 (straight outflow path 2b) on the north side (or has flowed out) is referred to as a straight vehicle 5b. Further, a vehicle 5 that is turning left from the inflow path 1 on the south side of the intersection and is going to flow out (or has flowed out) to the outflow path 2 (left turn outflow path 2c) on the west side is referred to as a left turn car 5c.

  In the description of the processing of the control unit 11, when simply called the sensing device 30, the sensing device 30 installed in the inflow path 1 on the south side of the intersection is assumed to be pointed out.

  With reference to FIG. 3, the control part 11 acquires the probe information acquired by the road apparatus 40 provided in the right turn outflow path 2a first (step 101). Next, of the acquired probe information, probe information of the vehicle 5 (right turn car 5a) that has turned right from the inflow path 1 on the south side of the intersection and has flowed out to the right turn outflow path 2a is extracted (step 102).

  Here, in the probe information acquired by the on-road device 40 provided in the right turn outflow path 2a, three types of different probe information are mixed according to the travel locus. The first type is probe information of the vehicle 5 (right turn car 5a) that has turned right from the inflow path 1 on the south side of the intersection and has flowed into the right turn outflow path 2a. The second type is the inflow path 1 on the north side of the intersection. Is the probe information of the vehicle 5 that has turned left at the intersection and flowed into the right turn outflow path 2a. The third type is probe information of the vehicle 5 that has traveled straight from the inflow path 1 on the west side of the intersection and has flowed out to the right turn outflow path 2a.

  Accordingly, in step 102, probe information of the vehicle 5 (right turn car 5a) that has turned right from the inflow path 1 on the south side of the intersection and has flowed out to the right turn outflow path 2a is extracted from these three types of probe information. Note that since the probe information includes time information and position information of the vehicle 5, the control unit 11 can determine the trajectory that the vehicle 5 has traveled, and extract specific probe information based on the trajectory. be able to.

  When the probe information of the right turn car 5a is extracted, the control unit 11 next determines the degree of congestion on the right turn outflow path 2a based on the probe information of the right turn car 5a (step 103).

  Here, when the right turn outflow path 2a is congested, the time required for the right turn car 5a to enter the intersection and finish passing through the intersection is usually longer than the time required for this. Therefore, the control unit 11 determines the time it takes for the vehicle 5 to enter the intersection and finish passing through the intersection based on the probe information of the right turn vehicle 5a. Can be determined.

  Note that the degree of congestion on the right turn outflow path 2a may be determined based on probe information of the vehicle 5 that has turned left from the inflow path 1 on the north side of the intersection and has flowed out to the right turn outflow path 2a. Similarly, the determination may be made based on the probe information of the vehicle 5 that travels straight from the inflow path 1 on the west side of the intersection and flows out to the right turn outflow path 2a.

  That is, when the right turn outflow path 2a is congested, even in the vehicle 5 that turns left at the intersection, goes straight and flows out to the right turn outflow path 2a, the passing time of the intersection becomes longer than the normal passing time. Therefore, the control unit 11 turns left at the intersection, goes straight, and based on the probe information of the vehicle 5 that has flowed out to the right turn outflow path 2a, the time taken until the vehicle 5 enters the intersection and finishes passing the intersection. It is possible to determine the degree of congestion on the right turn outflow path 2a.

  Typically, the probe information of the right turn car 5a is used for determining the degree of congestion on the right turn outflow path 2a. However, if any one of the above three types of probe information is used, the right turn outflow path is used. The degree of traffic congestion 2a can be determined. Of these three types of probe information, two or more types of probe information may be used for determining the degree of congestion of the right turn outflow path 2a, and the right turn outflow path 2a increases as the types of probe information used for the determination increase. It is possible to improve the accuracy of determining the degree of traffic congestion.

  If the degree of traffic congestion on the right turn outflow path 2a is determined, the control unit 11 next determines whether or not the degree of traffic congestion on the right turn outflow path 2a is equal to or greater than a predetermined threshold (step 104). When the degree of congestion on the right turn outflow path 2a is equal to or greater than a predetermined threshold, the control unit 11 sets the maximum time in the right turn sensitive control to the first time (step 109). The first time is shorter than the second time described later, and is, for example, about 15 seconds.

  That is, when the right turn outflow path 2a is congested, even if the maximum time in the right turn sensitive control is increased, the right turn vehicle 5a does not advance to the right turn outflow path 2a. Is set to a first time shorter than the second time.

  In Step 104, when the right turn outflow path 2a is not congested (NO in Step 104), the control unit 11 proceeds to the next Step 105. In step 105, the control unit 11 determines, based on the probe information of the right turn car 5a, the time when the right turn car 5a arrives near the intersection and first stops, and the right turn car 5a passes the intersection and goes to the right turn outflow path 2a. The difference from the time when it flows out (≈the time when the right turn vehicle 5a passes in front of the road device 40 in the right turn outflow path 2a) is calculated.

  Next, the control unit 11 determines whether or not the difference is twice or more of one cycle period in the signal lamp 20 (other values are possible) (step 106). One cycle period is a period from when the signal light 20 becomes a blue signal to when the blue signal changes to a yellow signal, a right arrow signal, and a red signal and then becomes a blue signal again.

  Here, in step 105 and step 106, the control unit 11 determines the number of times the right turn vehicle 5 a waits (signal waiting number) during the period in which the right turn arrow is not displayed on the signal light 20, thereby determining the inflow path 1 (particularly the right turn). The degree of congestion on the inflow channel 1b) is determined. In addition, the case where the said difference is 2 times or more of 1 cycle period is a case where the signal waiting number by the right turn vehicle 5a is 2 times or more.

  When the difference is twice or more of one cycle period (YES in step 106), that is, when the number of signal waiting times is two or more, the control unit 11 sets the maximum time in the right turn sensitive control to the second time. (Step 110). This second time is longer than the first time described above, and is, for example, about 30 seconds.

  The number of signal waiting times in the right turn car 5a can be determined by other methods.

  In this case, for example, based on the probe information of the right turn car 5a, the control unit 11 first arrives near the intersection in the inflow path 1 and stops first, then passes through the intersection to the right turn outflow path 2a. The number of times that the right turn vehicle 5a has stopped in the inflow path 1 is determined until it flows out. The number of stops indicates the number of signal waiting times.

  When the number of stops (signal waiting number) is equal to or greater than a predetermined number (for example, 2 times), the control unit 11 sets the maximum time in the right turn sensitive control to the second time. On the other hand, when the stop count (signal waiting count) is less than the predetermined count, the control unit 11 sets the maximum time in the right turn sensitive control to the first time.

  Here, when the inflow path 1 is congested, the vehicle 5 may repeat operations such as slightly advanced and stopped a little, and slightly advanced and stopped a little. In order to distinguish between the stop in such an operation and the stop in signal waiting, the control unit 11 executes a process of counting the number of stops in signal waiting only when the vehicle 5 has stopped for a predetermined time or more. Also good.

  In step 106, when the difference is less than twice the cycle period (NO in step 106), the control unit 11 proceeds to the next step 107. In step 107, the control unit 11 determines the position where the right turn car 5a arrives near the intersection in the inflow path 1 and stops first based on the probe information of the right turn car 5a, and this position is the right turn inflow path 1b. It is determined whether or not it is upstream from the branch point 6. The position of the branch point 6 is, for example, 30 m upstream from the stop line 4 in the inflow channel 1.

  When the first stop position of the right turn vehicle 5a is downstream of the branch point 6 (NO in Step 107), the control unit 11 sets the maximum time in the right turn sensitive control to the first time (Step S107). 109).

  On the other hand, when the first stop position of the right turn car 5a is upstream of the branch point 6 (YES in Step 107), the control unit 11 proceeds to the next Step 108. In step 108, the control unit 11, based on the probe information of the right turn car 5 a, despite the fact that a green signal is displayed on the signal light 20, the control part 11 is in the state of being located upstream from the branch point 6. Determine whether has stopped.

  Here, when the right turn car 5a is stopped in a state where it is positioned upstream from the branch point 6 even though the green light is displayed on the signal light 20, the right turn car 5a is a straight car. This is a case where the progression of 5b is hindered in the straight traveling inflow passage 1a. That is, in step 107 and step 108, the control unit 11 determines whether or not the right turn vehicle 5a has obstructed the traveling of the straight traveling vehicle 5b in the straight inflow passage 1a, thereby determining the inflow passage 1 (particularly, the right turn inflow passage 1b). ) Is determined.

  FIG. 4 is a diagram illustrating a state in which the right turn vehicle 5a is obstructing the traveling of the straight traveling vehicle 5b in the straight traveling inflow path 1a even though the green light is displayed on the signal lamp 20. FIG. In the example shown in FIG. 4, three vehicles 5 are stopped at a position upstream of the branch point 6 in the straight inflow path 1 a (the center of the three lanes) (see the encircled chain line). Of the three vehicles 5, it is assumed that the previous two vehicles 5 are right turn vehicles 5a and the third vehicle 5 is a straight vehicle 5b.

  In FIG. 4, the straight vehicle 5b is currently displayed with a green light, so it is desired to go straight ahead. However, the front two vehicles 5 are right turn cars 5a, and the two right turn cars 5a cannot enter the right turn inflow path 1b because the right turn inflow path 1b is congested. As a result, the two right-turn cars 5a must stop on the straight inflow path 1a upstream of the branch point 6 and prevent the third straight car 5b from proceeding. In step 107 and step 108, the control unit 11 determines such a situation.

  In the description here, the case where it is determined based on the probe information (first travel information) of the right turn vehicle 5a that the right turn vehicle 5a is prevented from proceeding by the straight vehicle 5b is described. Based on the probe information (second travel information), it may be determined whether the right turn vehicle 5a is obstructed by the straight vehicle 5b. In other words, it is possible to determine whether or not the straight traveling vehicle 5b is obstructed based on the probe information of the obstructing side straight vehicle 5b, not the obstructing right turn vehicle 5a.

  In this case, the control unit 11 determines the position where the straight vehicle 5b arrives near the intersection in the inflow path 1 and stops first based on the probe information of the straight vehicle 5b, and this position is the right turn inflow path 1b. It is determined whether or not it is upstream from the branch point 6 (step 107). The probe information of the straight traveling vehicle 5b can be acquired from the road device 40 provided in the straight traveling outflow passage 2b.

  When the first stop position of the straight vehicle 5b is upstream of the branch point 6 (YES in Step 107), the control unit 11 proceeds to Step 108. In step 108, the control unit 11 is based on the probe information of the straight traveling vehicle 5b, and the straight traveling vehicle 5b is positioned upstream from the branch point 6 even though the green light is displayed on the signal light 20. Determine whether has stopped.

  In the example shown in FIG. 4, the case where the straight inflow path 1 a has two lanes is shown. However, when the straight inflow path 1 a has one lane, the left turn car 5 c is obstructed by the right turn car 5 a. May be. Therefore, based on the probe information (second travel information) of the left turn vehicle 5c, it may be determined that the right turn vehicle 5a is obstructed from traveling by the left turn vehicle 5c (or the straight traveling vehicle 5b). In addition, the probe information of the left turn vehicle 5c can be acquired by the road device 40 installed in the left turn outflow passage 2c.

  Typically, the probe information of the right turn vehicle 5a, the straight turn vehicle 5b, and the left turn vehicle 5c is used to determine whether the right turn vehicle 5a is obstructing the progress of the straight turn vehicle 5b and the left turn vehicle 5c. If any one of the probe information is used, it is possible to determine whether the progress is hindered. Of the probe information of the right turn car 5a, straight ahead car 5b, and left turn car 5c, two or more types of probe information may be used for determination of hindrance to progress, and as the types of probe information used for determination increase, It is possible to improve the accuracy of determining the hindrance to progress.

  In Step 108, when the right turn vehicle 5a is stopped in a state of being located upstream from the branch point 6 even though the green light is displayed on the signal lamp 20, the control unit 11 sets the maximum time to the second time (step 110).

  When the maximum time in the right turn sensitive control is set to the first time (step 109) or the second time (step 110), the control unit 11 next executes the right turn sensitive control (step 111). .

  In the right turn sensitive control, first, the control unit 11 determines whether or not a minimum time (for example, 5 seconds) has elapsed since the right arrow signal was displayed. When the minimum time has elapsed, the control unit 11 determines whether there is a right turn car 5a waiting for a right turn based on the sensing information from the sensing device 30. And when it determines with the right turn vehicle 5a not existing, the control part 11 stops the display of a right arrow signal at that time.

  On the other hand, when it is determined that there is a right turn vehicle 5a waiting for a right turn, the control unit 11 extends the display time of the right arrow signal by unit time (for example, 3 seconds). When the extended time elapses, the control unit 11 again determines whether there is a right turn car 5a waiting for a right turn. If there is no right turn car 5a waiting for a right turn, a right arrow signal is displayed. At that point. On the other hand, when there is a right turn vehicle 5a waiting for a right turn, the control unit 11 again extends the display time of the right arrow signal by the unit time. Thereafter, the same processing is repeated.

  When the maximum time has elapsed since the right arrow signal is displayed by repeating the extension of the display time, the control unit 11 displays the right arrow signal even if there is a right turn car 5a waiting for a right turn. Censor at that point. In the present embodiment, the maximum time is determined according to the congestion level of the inflow path 1 (particularly, the right turn inflow path 1b) and the congestion level of the right turn outflow path 2a (the first time or the first time). 2).

<Action etc.>
In the signal control device 10 according to the present embodiment, the maximum time in the right turn sensitive control can be changed to an appropriate length in accordance with the degree of congestion of the vehicle 5 in the inflow path 1 (particularly, the right turn inflow path 1b). . Therefore, for example, it is possible to appropriately cope with a case where the straight outflow path 2b is closed due to an event such as a festival being held.

  In this embodiment, right turn sensitive control is executed as basic control, so the display time of the right arrow signal can be changed in real time in response to changes in traffic conditions. This will be described below.

The object that is variably controlled in the present embodiment is the maximum time that is the time when the display of the right arrow signal is discontinued when this time elapses at most after the right arrow signal is displayed.
This maximum time is a scheduled time scheduled as the maximum limit, and the time during which the right arrow signal is actually displayed depends on the sensing information indicating whether there is a right turn car 5a waiting for a right turn.

  For example, it is determined from the prediction based on the probe information that the inflow channel 1 is congested and the maximum time is set to the second time. Here, since the prediction of the traffic jam in the inflow channel 1 based on the probe information may be delayed by one tempo, when the maximum time is set to the second time, the traffic jam in the inflow channel 1 has already been resolved. There may be. In such a case, in this embodiment, if there is no right turn car 5a waiting for a signal, the right arrow signal is not displayed until the second time, which is the maximum time, and it is determined that there is no right turn car 5a. At that time, the display of the right arrow signal is discontinued.

  As described above, in the present embodiment, the display time of the right arrow signal can be changed corresponding to the change of the traffic situation in real time.

  Further, in the present embodiment, the degree of congestion of the right turn car 5a in the inflow path 1 is determined according to the number of signal waiting times in the right turn car 5a, so the degree of congestion of the right turn car 5a in the inflow path 1 is appropriately determined. be able to. In the present embodiment, the right turn vehicle 5a determines whether the straight traveling vehicle 5b (or the left turn vehicle 5c) has been prevented from traveling in the straight traveling inflow passage 1a, thereby determining the inflow passage 1 (particularly, the right turn inflow passage 1b). Judging the degree of traffic congestion. Therefore, it is possible to appropriately determine the degree of congestion of the right turn car 5a in the inflow channel 1.

  In the present embodiment, the maximum time is variably controlled based not only on the degree of congestion on the inflow path 1 but also on the degree of congestion on the right turn outflow path 2a. Thereby, the maximum time can be changed to an appropriate length according to the degree of traffic jam of the vehicle 5 on the right turn outflow path 2a.

<Various modifications>
In the above description, the case has been described in which the maximum time in the right turn sensitive control is two stages of the first time and the second time. On the other hand, the maximum time may be three or more stages. In this case, for example, when the traffic jam in the inflow path 1 continues for a predetermined time or more, the control unit 11 gradually extends the maximum time by one step.

  In the above description, the case where the vehicle 5 is left-hand traffic has been described. On the other hand, the present invention is also applicable when the vehicle 5 is on the right side. In this case, the relationship between the right turn and the left turn described above is reversed.

DESCRIPTION OF SYMBOLS 1 ... Inflow path 2 ... Outflow path 5 ... Vehicle 6 ... Branch point 10 ... Signal control apparatus 11 ... Control part 20 ... Signal lamp 30 ... Sensing apparatus 40 ... Roadside apparatus 100 ... Signal control system

Claims (10)

Obtaining sensing information obtained by sensing a vehicle that is about to exit the first outflow path ahead of the intersection in a specific direction in the inflow path to the intersection;
Based on the sensing information, the display time of the first permission signal in the signal light that permits the vehicle to flow out to the first outflow path is extended to the maximum time,
Obtain travel information transmitted from the vehicle that has passed the intersection,
Based on the travel information, determine the degree of congestion in the inflow path of the vehicle that is about to flow out to the first outflow path,
A signal control device comprising: a control unit that variably controls the maximum time limit based on the degree of congestion. The signal control device according to claim 1,
The said control part determines the frequency | count that the said vehicle waited for the period when the said 1st permission signal is not displayed based on the said driving information, and determines the said congestion degree according to the said frequency | count. The signal control device according to claim 1 or 2,
A signal for determining the degree of congestion of the first outflow path based on the travel information, and variably controlling the maximum time based on the degree of congestion of the inflow path and the congestion degree of the first outflow path Control device. The signal control device according to any one of claims 1 to 3,
The inflow path includes a first inflow path used by a vehicle that is about to flow out to the first outflow path, and a second outflow path ahead of the intersection in a direction other than the specific direction. A second inflow path used by the vehicle about to flow out,
The first inflow path branches off from the second inflow path at a branch point;
The control unit determines a degree of congestion in the first inflow path based on the travel information. The signal control device according to claim 4,
Based on the travel information, the control unit causes the vehicle, which is about to flow out to the first outflow path, to indicate the progress of the vehicle which is going out to the second outflow path in the second inflow path. A signal control device that determines whether or not the vehicle is obstructing and determines the degree of traffic jam in the first inflow path according to whether or not the vehicle is obstructed. The signal control device according to claim 5,
The control unit is located upstream from the branch point even though the second permission signal in the signal light that permits the vehicle to flow out to the second outflow path is displayed. When the vehicle is stopped in a state where the vehicle is stopped, the signal control device determines that the vehicle is prevented from traveling. The signal control device according to any one of claims 1 to 6,
The control unit acquires, as the travel information, first travel information transmitted from the vehicle that has flowed out to the first outflow path, and determines the degree of congestion based on the first travel information. Signal control device. The signal control device according to any one of claims 4 to 6,
The control unit acquires, as the travel information, second travel information transmitted from the vehicle that has flowed out to the second outflow path, and determines the degree of congestion based on the second travel information. Signal control device. Obtaining sensing information obtained by sensing a vehicle that is about to exit the first outflow path ahead of the intersection in a specific direction in the inflow path to the intersection;
Based on the sensing information, the display time of the first permission signal in the signal light that permits the vehicle to flow out to the first outflow path is extended to the maximum time,
Obtain travel information transmitted from the vehicle that has passed the intersection,
Based on the travel information, determine the degree of congestion in the inflow path of the vehicle that is about to flow out to the first outflow path,
A signal control method for variably controlling the maximum time limit based on the congestion degree. Obtaining sensing information obtained by sensing in the inflow path to the intersection a vehicle that is about to flow out to the first outflow path ahead of the intersection in a specific direction;
Extending the display time of the first permission signal in the signal light permitting the vehicle to flow out to the first outflow path to the maximum time based on the sensing information;
Obtaining travel information transmitted from the vehicle that has passed the intersection;
Determining the degree of congestion in the inflow path of the vehicle that is about to flow out to the first outflow path based on the travel information;
A program for causing a computer to execute the step of variably controlling the maximum time limit based on the degree of congestion.

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