JP2020129258A - Dilemma sensing control device, dilemma sensing control method, and dilemma sensing control program - Google Patents

Abstract

To suppress dilemma sensing control from being inappropriate depending upon a change in speed of vehicle running along an inflow passage.SOLUTION: A tracking data acquisition unit is configured to acquire tracking data on a vehicle along an inflow passage. A temporal change-over timing setting unit is configured to set a temporal change-over timing serving a candidate of a change-over timing upon changing over a blue signal to a yellow signal with respect to a vehicle inflowing from the inflow passage to a crossing point. A prediction unit is configured to, regarding the vehicle running along the inflow passage, predict a location and dilemma zone at the set temporal change-over timing, using the tracking data on the vehicle. A determination unit is configured to determine whether the predicted location of the vehicle is within the dilemma zone set for the vehicle. A decision unit is configured to decide a change-over timing on the basis of a determination result of the determination unit.SELECTED DRAWING: Figure 4

Description

The present invention relates to a technique for switching a signal lamp from a blue signal to a yellow signal by dilemma sensitive control.

Conventionally, one of the sensitive controls for switching the color of a signal lamp installed at an intersection is called dilemma sensitive control (see, for example, Patent Document 1).
(1) In the dilemma sensitive control, the dilemma zone is set for each vehicle traveling on the inflow road (inflow road) to the intersection.
(2) In the dilemma sensitive control, the timing (temporary switching timing) for determining whether to switch the signal lamp from the blue signal to the yellow signal is set.
(3) In the dilemma sensitive control, for each vehicle, this time is set based on the determination result of whether or not the position of the vehicle at the temporary switching timing set this time is within the dilemma zone set for the vehicle. At the temporary switching timing, it is determined whether or not the signal lamp is switched from the blue signal to the yellow signal.
(4) In the dilemma sensitive control, if it is determined that the signal lamp is not switched from the green signal to the yellow signal at the timing set this time, the temporary switching timing for determining whether to switch the signal lamp from the blue signal to the yellow signal is set to the temporary setting timing set this time. The switching timing is updated to a timing delayed by a fixed time (for example, 100 msec), and the determination regarding (3) above is performed again.
(5) In the dilemma sensitive control, the signal light device is switched from the blue signal to the yellow signal at the time when the temporary switching timing at which it is determined that the signal light device is switched from the blue signal to the yellow signal is reached.

The dilemma zone is an area where the vehicle cannot safely stop at the stop line in front of the intersection when the traffic light switches to the yellow traffic light, and cannot cross the intersection before switching to the red traffic light. Is. Further, as is clear from the above description, the dilemma sensitive control is to control the timing of switching the signal light device from the green signal to the yellow signal according to the running state of the vehicle on the inflow road.

Japanese Patent No. 5589449

However, since the driver accelerates or decelerates the vehicle according to the traffic condition on the inflow road, the speed of the vehicle traveling on the inflow road is not constant but is changing.

In the dilemma sensitive control described in Patent Document 1 or the like, the dilemma zone of the vehicle is set using the speed of the vehicle detected at a certain timing without considering the speed change of the vehicle traveling on the inflow road. ing. Therefore, the position of the set dilemma zone deviates from the accurate position by an amount corresponding to the change in the speed of the vehicle on the inflow road.

Also, regarding the position of the vehicle at the temporary switching timing for determining whether to switch the signal light device from the green signal to the yellow signal, the vehicle position detected at a certain timing without considering the speed change of the vehicle traveling on the inflow road. It was calculated using velocity and position. Therefore, the position of the vehicle at the tentative switching timing for determining whether to switch the signal light device from the green signal to the yellow signal also deviates from the accurate position by an amount corresponding to the speed change of the vehicle on the inflow road.

Then, due to the shift of the dilemma zone position set for each vehicle and the shift of the vehicle position at the calculated temporary switching timing due to the change in the speed of the vehicle on the inflow road, the dilemma sensitive control is inappropriate. Sometimes became.

An object of the present invention is to provide a technique capable of suppressing improper dilemma response control due to a change in speed of a vehicle traveling on an inflow path.

The dilemma sensitive control device of the present invention is configured as follows to achieve the above object.

The deciding unit decides a switching timing for switching the green signal to the yellow signal for the vehicle flowing from the inflow route to the intersection. The tracking data acquisition unit acquires tracking data of a vehicle traveling on the inflow path. The tracking data is data capable of obtaining a change in the speed of the vehicle over time. For example, the tracking data may be data indicating the traveling locus of the vehicle on the inflow path in which the time at the detection time point and the position of the vehicle at the detection time point are associated with each other at each detection time point.

The temporary switching timing setting unit sets a temporary switching timing that is a candidate for the switching timing. The prediction unit predicts the position of the vehicle traveling on the inflow path at the temporary switching timing set by the temporary switching timing setting unit and the dilemma zone using the tracking data of the vehicle. The position of the vehicle at the tentative switching timing and the dilemma zone predicted by the prediction unit take into consideration the speed change of the vehicle on the inflow road.

The determination unit determines whether the position predicted by the prediction unit for the vehicle traveling on the inflow path is within the dilemma zone predicted for the vehicle. Then, the determination unit determines the switching timing based on the determination result of the determination unit. For example, the temporary switching timing when the number of vehicles determined to be located in the dilemma zone is 0 is determined as the switching timing. The number of vehicles determined to be located in the dilemma zone is compared by comparing the number of vehicles determined to be located in the dilemma zone by the determination section between the multiple temporary switching timings set by the temporary switching timing setting section. The temporary switching timing with the smallest number is determined as the switching timing.

In this way, the dilemma zone and the position of the vehicle at the temporary switching timing are predicted using the tracking data of the vehicle, so that the dilemma sensitive control becomes inappropriate due to the speed change of the vehicle traveling on the inflow path. Can be suppressed.

Further, the prediction unit may use the speed of the vehicle in front of the intersection, which is predicted by using the vehicle density of the inflow path, in predicting the change in the speed of the vehicle in the inflow path. According to this structure, it is possible to suppress the positional deviation of the dilemma zone and the positional deviation of the vehicle, which are caused by the speed change of the vehicle in the inflow path.

Further, the deciding unit decides the temporally earliest temporary switching timing set by the temporary switching timing setting unit as the switching timing when deceleration is detected for a group of vehicles traveling in front of the intersection. You can According to this structure, the switching timing for switching the signal lamp from the blue signal to the yellow signal is not unnecessarily delayed.

The tracking data acquisition unit also acquires tracking data for vehicles traveling on the outflow link from the intersection, and when the determination unit detects deceleration for the group of vehicles traveling on the outflow link, the tentative switching is performed. The temporally earliest provisional switching timing set by the timing setting unit may be determined as the switching timing. Even with this configuration, the switching timing for switching the signal lamp from the blue signal to the yellow signal is not unnecessarily delayed.

According to the present invention, it is possible to prevent the dilemma sensitive control from becoming improper due to the speed change of the vehicle traveling on the inflow path.

It is a schematic diagram showing an intersection to which a signal control system concerning this example is applied. It is a figure explaining a dilemma zone. It is a block diagram which shows the structure of the principal part of the signal control apparatus concerning this example. It is a block diagram which shows the structure of the principal part of the dilemma sensitive control device concerning this example. It is a flow chart which shows operation of a radio wave radar device concerning this example. It is a figure which shows the tracking data concerning this example. It is a flowchart which shows operation|movement of the dilemma sensitive control device concerning this example. It is a flow chart which shows the number counting processing concerning s13. It is a flowchart which shows operation|movement of the dilemma sensitive control apparatus concerning a modification. It is a flow chart which shows the dilemma response control termination processing concerning a modification.

Hereinafter, a signal control system to which the dilemma sensitive control device according to the embodiment of the present invention is applied will be described.

<1. Application example>
FIG. 1 is a schematic diagram illustrating a signal control system according to this example. The signal control system according to this example includes a signal control device 1, a dilemma sensitive control device 2, a signal lamp device 3 (3a, 3b), and a radio wave radar device 5 (5a, 5b). In the example shown in FIG. 1, an intersection where four inflow paths are connected is taken as an example. In this example, in FIG. 1, an inflow path in which the vehicle 100 travels in the left-right direction is a main road, and an inflow path in which the vehicle 100 travels in the up-down direction is a sub-road.

Moreover, at least one signal light device 3 is installed for each inflow path at the intersection. The signal light device 3 is a known vehicle signal light device that includes a signal light whose light color is blue, a signal light whose light color is yellow, and a signal light whose light color is red. Here, the signal light device 3a is installed on the inflow path on the main road side, and the signal light device 3b is installed on the inflow path on the secondary road side. In FIG. 1, one signal lamp 3 is illustrated in the intersection for the sake of simplicity. Further, in FIG. 1, the signal light devices 3 (3a, 3b) illustrated outside the intersection are illustrated at a position outside the intersection for convenience of explanation. It is a thing. In the following description, when the signal lamps 3a and 3b are not distinguished, they are referred to as the signal lamp 3.

The signal control device 1 controls turning on/off of the signal lamp of the signal lamp 3 for each signal lamp 3 installed at the intersection. The signal control device 1 repeats a cycle of lighting the signal lights of the signal light device 3 in the order of blue, yellow, and red. The signal control device 1 controls the signal lamps 3a installed on the two inflow passages on the main road side to have the same lighting color of the signal lamps that are turned on. The signal control device 1 controls the signal lamps 3b installed on the two inflow paths on the secondary road side to have the same lighting color of the signal lamps that are turned on.

As is well known, in the signal control device 1, in the signal light device 3 installed on one of the inflow passages on the main road side and the sub road side, the light color of the signal light that is turned on is blue or yellow. At this time, in the signal lamp 3 installed on the other inflow path, the lighting color of the signal lamp that is turned on is red. A blue traffic light is when a traffic light with a blue light color is on, a yellow traffic light is when a traffic light with a yellow light color is on, and a red traffic light is a red traffic light. That is when the signal light is on.

In addition, the signal control system according to this example is installed on the sub road side by performing the dilemma sensitive control for switching the signal lamp 3a installed on the main road side from the green signal to the yellow signal. Regarding the signal lamp 3b, the switching from the blue signal to the yellow signal is not performed by the dilemma sensitive control.

The dilemma sensitive control device 2 instructs the signal control device 1 about the switching timing of switching from the green signal to the yellow signal for the signal light device 3a installed on the inflow path on the main road side. The dilemma-sensitive control device 2 acquires, for each of the two inflow paths on the main road side, tracking data of the vehicle 100 running on the inflow path from the radio wave radar device 5 (5a, 5b), and acquires the tracking data on the main road side. For the signal lamp 3a installed in the inflow path, the switching timing for switching from the green signal to the yellow signal is determined.

In FIG. 1, a radio wave radar device 5a detects a vehicle 100 traveling on a main road located on the left side of the intersection, and a radio wave radar device 5b detects a vehicle 100 traveling on a main road located on the right side of the intersection. To detect. In the following description, when the radio wave radar devices 5a and 5b are not distinguished, they are simply referred to as the radio wave radar device 5.

The radio wave radar device 5 uses radio waves as an exploration wave and scans the vehicle detection area 10 (10a, 10b) with the exploration wave to determine the size, position, and speed of the vehicle 100 located in the vehicle detection area 10. Detect. The vehicle detection area of the radio wave radar device 5a is a vehicle detection area 10a surrounded by a broken line shown in FIG. 1, and the vehicle detection area of the radio wave radar device 5b is a vehicle detection area 10b surrounded by a broken line shown in FIG.

In this example, the radio wave radar device 5 scans the vehicle detection area 10 ten times per second. That is, the radio wave radar device 5 detects the size, position, and speed of the vehicle 100 located in the vehicle detection area 10 at 100 msec intervals. The radio wave radar device 5 associates the vehicles 100 detected in the scanning of the vehicle detection area 10 that is continuous in time with each other, thereby tracking data of the vehicle 100 traveling in the vehicle detection area 10 (changes in position over time). , Change in speed, etc.). The radio wave radar device 5 outputs the detection data concerning the detected vehicle 100 to the dilemma sensitive control device 2 every time the vehicle detection area 10 is scanned. The detection data is data in which the ID of the vehicle 100, the size of the vehicle 100, the detection position of the vehicle 100, and the detection speed of the vehicle 100 are associated with each other for each detected vehicle 100.

In this example, the position of the vehicle 100 detected by the radio wave radar device 5 is the position of the head of the vehicle 100.

The dilemma sensitive control device 2 sets the time when the detection data is input to the detection time of the input detection data. However, the detection time of the detection data is, for example, the time when the radio wave radar device 5 starts scanning the vehicle detection area 10 with the exploration wave or the time when the radio wave radar device 5 finishes scanning the vehicle detection area 10 with the exploration wave. Good. The dilemma sensitive control device 2 classifies the detection data input from the radio wave radar device 5 by vehicle ID and totalizes the detection data. As a result, the dilemma sensitive control device 2 acquires the tracking data of the vehicle 100 for each vehicle 100 detected by the radio wave radar device 5.

It should be noted that even if the detection data input from the radio wave radar device 5 does not include the speed of the vehicle 100, the dilemma sensitive control device 2 determines that the position of the vehicle 100 included in the detection data causes a change in the position of the vehicle 100. You can get the speed of.

When the temporary switching timing for switching the signal light device 3a on the main road side from the green signal to the yellow signal is set, the dilemma sensitive control device 2 sets the temporary switching timing at the temporary switching timing set for each vehicle 100 running in the vehicle detection area 10. The dilemma zone of vehicle 100 is set. As is well known, when the traffic light 3a is switched to a yellow traffic light, the dilemma zone cannot stop the vehicle 100 safely at the stop line in front of the traffic intersection and before the traffic light is switched to a red traffic light. It is an area that cannot pass through. More specifically, as shown in FIG. 2, the dilemma zone is a range in which the distance from the stop line before the intersection is L2 to L1 (L1>L2). L1 and L2 are
L1=τV+V ² /2d
L2=YV
Is.
V is the speed of the vehicle 100 at the time when it changes to a yellow traffic light,
τ is the time it takes for the brakes to start to work in response to the driver's braking operation after changing to a yellow signal,
d is the deceleration, which is the braking characteristic of the vehicle 100,
Y is the time of the yellow signal.
As is clear from the above description, the dilemma zone of the vehicle 100 changes according to the speed V of the vehicle 100 at the time when the yellow signal changes. Further, the position of the stop line before the intersection is registered in the dilemma sensitive control device 2. Therefore, the dilemma sensitive control device 2 can obtain the distance to the stop line before the intersection for the vehicle 100 by using the position of the vehicle 100 detected by the radio wave radar device 5.

Note that the dilemma zone also changes depending on τ, d, and Y in the above equation, but here, for simplicity of explanation, it is assumed that these are fixed values.

The dilemma sensitive control device 2 predicts, for each vehicle 100 running in the vehicle detection area 10, the speed of the vehicle 100 and the position of the vehicle 100 at the set temporary switching timing by using the tracking data of the vehicle 100. To do. The dilemma sensitive control device 2 sets, for each vehicle 100, the dilemma zone of the vehicle 100 using the speed at the temporary switching timing predicted for the vehicle 100. As described above, the dilemma sensitive control device 2 considers the dilemma zone of the vehicle 100 and the position of the vehicle 100 at the set temporary switching timing in consideration of the speed change in the vehicle detection area 10 (inflow path) of the vehicle 100. Predict. Therefore, the influence of the speed change of the vehicle 100 in the vehicle detection area 10 can be suppressed, and the dilemma zone of the vehicle 100 and the position of the vehicle 100 can be predicted.

For each vehicle 100 traveling on the main road toward the intersection at the set provisional switching timing, the dilemma sensitive control device 2 determines whether the vehicle 100 is located in the dilemma zone predicted for the vehicle 100. Based on the determination result of the determination, it is determined whether or not the main road side signal lamp 3 is switched from the green signal to the yellow signal at the set temporary switching timing. The dilemma sensitive control device 2 notifies the signal control device 1 of a temporary switching timing (switching timing) at which it is determined that the main road side signal lamp 3 is switched from the green signal to the yellow signal. The signal control device 1 switches the signal lamp 3a on the main road side from the green signal to the yellow signal at the notified switching timing.

As described above, the dilemma sensitive control device 2 according to this example predicts the dilemma zone of the vehicle 100 and the position of the vehicle 100 in consideration of the speed change of the vehicle 100 in the vehicle detection area 10. Therefore, it is possible to prevent the dilemma sensitive control from becoming improper due to the speed change of the vehicle 100 in the vehicle detection area 10.

<2. Configuration example>
FIG. 3 is a block diagram showing the configuration of the main part of the signal control device according to this example. The signal control device 1 includes a control unit 11, a communication unit 12, an input/output unit 13, and a lighting control signal output unit 14.

The control unit 11 controls the operation of each part of the main body of the signal control device 1. The control unit 11 also includes a signal control parameter storage unit 11a and a lighting control signal generation unit 11b. Details of the signal control parameter storage unit 11a and the lighting control signal generation unit 11b included in the control unit 11 will be described later.

The communication unit 12 is connected to a control center (not shown). The communication unit 12 receives the signal control parameters transmitted from the control center. The signal control parameter indicates the cycle, split, and offset of the signal light device 3 installed at the intersection. The signal control parameters are well known and will not be described here.

The input/output unit 13 inputs/outputs data to/from the dilemma sensitive control device 2. The input/output unit 13 outputs to the dilemma responsive control device 2 the time period in which the signal light device 3a on the main road side is switched from the green signal to the yellow signal by the dilemma responsive control as the responsive control time for each cycle of the signal luminaire 3. The start time of the sensitive control time is the time at which the signal lamp 3a on the main road side, which is defined by the signal control parameter, is switched from the green signal to the yellow signal. Further, the end time of the sensitive control time is the time when the set maximum blue extension time (for example, 3 seconds, 5 seconds, etc.) has elapsed from the start time. Further, the input/output unit 13 is input from the dilemma sensitive control device 2 with a switching timing indicating the time at which the signal lamp 3a on the main road side is switched from the green signal to the yellow signal.

The lighting control signal output unit 14 outputs, to each of the signal lamps 3 installed at the intersection, a lighting control signal that instructs a signal lamp of a lamp color to be lit.

Next, the signal control parameter storage unit 11a and the lighting control signal generation unit 11b included in the control unit 11 will be described. The signal control parameter storage unit 11a stores the signal control parameter received by the communication unit 12 (the signal control parameter transmitted from the control center).

The lighting control signal generator 11b generates a lighting control signal for instructing each signal lamp 3 installed at the intersection to indicate a signal lamp of a lighting color. The lighting control signal generated by the lighting control signal generation unit 11b is output to each signal lamp 3 by the lighting control signal output unit 14. The lighting control signal generation unit 11b generates a lighting control signal for switching the signal lamp 3a on the main road side from a blue signal to a yellow signal in accordance with the switching timing input from the dilemma sensitive control device 2, and other (for example, A lighting control signal for switching the roadside signal light 3b from a green signal to a yellow signal, a lighting control signal for switching the main roadside signal light 3a from a red signal to a blue signal, and a lighting control signal for switching the subway side signal light 3b from a red signal to a blue signal. The control signal, etc.) is generated according to the signal control parameter stored in the signal control parameter storage unit 11a.

The control unit 11 of the signal control device 1 includes a hardware CPU, a memory, and other electronic circuits. The hardware CPU functions as the lighting control signal generation unit 11b when the signal control device 1 executes the signal control program. The memory also has a storage area used as a signal control parameter storage unit 11a that stores signal control parameters. The memory also has an area for developing the signal control program and an area for temporarily storing data and the like generated when the signal control program is executed. The control unit 11 may be an LSI in which a hardware CPU, a memory and the like are integrated.

FIG. 4 is a block diagram showing the configuration of the main part of the dilemma sensitive control device according to this example. The dilemma sensitive control device 2 includes a control unit 21, a detection data input unit 22, and an input/output unit 23.

The control unit 21 controls the operation of each part of the main body of the dilemma sensitive control device 2. The control unit 21 also includes a tracking data storage unit 31, a temporary switching timing setting unit 32, a prediction unit 33, a determination unit 34, and a determination unit 35. Details of the tracking data storage unit 31, the temporary switching timing setting unit 32, the prediction unit 33, the determination unit 34, and the determination unit 35 included in the control unit 21 will be described later.

The detection data is input to the detection data input unit 22 from the radio wave radar device 5. Every time the radio wave radar device 5 scans the vehicle detection area 10 with an exploration wave as described above, the ID of the vehicle 100, the size of the vehicle 100, and the vehicle 100 are detected for each vehicle 100 detected in this scanning. The detection data that associates the position of 100 with the speed of the vehicle 100 is output to the dilemma response control device 2.

The input/output unit 23 inputs/outputs data to/from the signal control device 1. The input/output unit 23 outputs to the signal control device 1 a switching timing indicating the time at which the main road side signal lamp 3a is switched from the green signal to the yellow signal. Further, the input/output unit 23 is input with the response control time in each cycle of the signal lamp 3 from the signal control device 1.

Next, the tracking data storage unit 31, the provisional switching timing setting unit 32, the prediction unit 33, the determination unit 34, and the determination unit 35 included in the control unit 21 will be described.

The tracking data storage unit 31 classifies and stores the detection data input to the detection data input unit 22 for each vehicle 100. Therefore, the tracking data storage unit 31 stores the tracking data in which the position and speed at each detection time are associated with each other for each vehicle 100. The tracking data indicates the traveling locus of the vehicle 100 and the speed change in the inflow route of the main road.

The temporary switching timing setting unit 32 sets the temporary switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal. The tentative switching timing is a timing for determining whether to switch the signal lamp 3a on the main road side from the green signal to the yellow signal in the dilemma sensitive control described later. The temporary switching timing setting unit 32 sets the start time of the sensitive control time input from the signal control device 1 to the earliest temporary switching timing. The temporary switching timing setting unit 32 sequentially sets the temporary switching timing at preset constant time intervals (for example, 100 msec intervals). Further, the temporary switching timing setting unit 32 sets the temporally latest temporary switching timing to the temporary switching timing closest to the end time of the sensitive control time input from the signal control device 1 before the end time.

The prediction unit 33 predicts the position and speed of the vehicle 100 at the temporary switching timing set by the temporary switching timing setting unit 32. The prediction unit 33 can detect a speed change (accelerating, decelerating, or traveling at a constant speed) of the vehicle 100 by using the tracking data stored in the tracking data storage unit 31. Therefore, the prediction unit 33 can predict the position and speed of the vehicle 100 at the set temporary switching timing according to the traveling state of the vehicle 100. In addition, the prediction unit 33 sets, for each vehicle 100, the dilemma zone at the set temporary switching timing using the speed predicted for the vehicle 100. In this example, predetermined fixed values are used for the above-mentioned τ and d used for setting the dilemma zone.

The determination unit 34 determines, for each vehicle 100, whether or not the position of the vehicle 100 at the temporary switching timing predicted by the prediction unit 33 is within the dilemma zone set for the vehicle 100.

The deciding unit 35 decides a switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal.

The control unit 11 of the dilemma sensitive control device 2 is composed of a hardware CPU, a memory, and other electronic circuits. When the hardware CPU executes the dilemma sensitive control program according to the present invention, it operates as the temporary switching timing setting unit 32, the prediction unit 33, the determination unit 34, and the determination unit 35. Further, the memory has an area for developing the dilemma sensitive control program according to the present invention and an area for temporarily storing data and the like generated when the dilemma sensitive control program is executed. The memory also has a storage area used as the tracking data storage unit 31. Further, the memory has a storage area for storing the sensitive control time input from the signal control device 1. The control unit 11 may be an LSI in which a hardware CPU, a memory and the like are integrated. The hardware CPU is a computer that executes the dilemma sensitive control method according to the present invention.

<3. Operation example>
Next, the operations of the signal control device 1, the dilemma sensitive control device 2, and the radio wave radar device 5 of the signal control system according to this example will be described.

FIG. 5 is a flowchart showing the operation of the radio wave radar device. At the scanning timing of the vehicle detection area 10 (s1), the radio wave radar device 5 scans the vehicle detection area 10 with an exploration wave and detects the reflected wave to drive the inflow path on the main road side. A detection process of detecting the vehicle 100 is performed (s2). In s2, the radio wave radar device 5 detects the time until the reflected wave is detected (the flight time of the searched wave) and the frequency of the reflected wave for each irradiation direction of the searched wave and the object (vehicle 100, road surface, etc.), the size of this object, and the speed of this object.

When the detection process of s2 is completed, the radio wave radar device 5 detects the vehicle 100 detected by the previous scanning of the vehicle detection area 10 by the exploration wave and the vehicle 100 detected by the scanning of the vehicle detection area 10 by the exploration wave this time. The associating process for associating with each other is performed (s3). The correspondence process of s3 is performed using the size, position, and speed of the vehicle 100. The radio wave radar device 5 assigns the ID assigned to the associated vehicle 100 to the vehicle 100 that was able to be associated with the vehicle 100 detected in the previous scanning (the vehicle 100 detected in this scanning). On the other hand, the radio wave radar device 5 generates a new ID for the vehicle 100 that could not be associated with the vehicle 100 detected in the previous scan (the vehicle 100 detected in this scan), and assigns it a new ID.

The radio wave radar device 5 generates detection data in which an ID, a size, a position, and a speed are associated with each other for each vehicle 100 detected in this scanning, and outputs the detection data generated here to the dilemma sensitive control device 2. (S4), and the process returns to s1.

In this example, the radio wave radar device 5 scans the vehicle detection area 10 with an exploration wave at 100 msec intervals, and outputs detection data concerning the detected vehicle 100 to the dilemma sensitive control device 2. That is, the vehicle detection data is input to the dilemma sensitive control device 2 at 100 msec intervals.

The dilemma sensitive control device 2 classifies the detection data input from the radio wave radar device 5 by vehicle ID and totalizes the detection data. Thereby, the dilemma sensitive control device 2 can acquire the tracking data for each vehicle 100 detected by the radio wave radar device 5. This tracking data is stored in the tracking data storage unit 31. FIG. 6 is a diagram showing tracking data of a vehicle. As shown in FIG. 6, the tracking data is data in which the ID for identifying the vehicle 100, the size of the vehicle 100, and the speed and position of the vehicle 100 are associated with each other at each detection time. The dilemma sensitive control device 2 can obtain the distance to the front of the intersection for the vehicle 100 by using the registered position of the stop line before the intersection and the position of the vehicle 100 detected by the radio wave radar device 5. it can.

FIG. 7 is a flowchart showing the operation of the dilemma sensitive control device according to this example. As described above, the detection data of the vehicle 100 detected by the radio wave radar device 5 scanning the vehicle detection area 10 with the exploration wave every 100 msec is input to the dilemma sensitive control device. The dilemma sensitive control device 2 waits for the determination start timing (s11). The determination start timing is a timing slightly earlier than the start time of the sensitive control time input from the signal control device 1 (a timing that is several hundred msec earlier).

The dilemma sensitive control device 2 sets the temporary switching timing to the start time (initial value) of the sensitive control time (s12). The process related to s12 is executed by the temporary switching timing setting unit 32. The dilemma sensitive control device 2 performs a number counting process for counting the number of vehicles 100 located in the dilemma zone with the set temporary switching towing (s13).

FIG. 8 is a flowchart showing the number counting process in s13. The dilemma sensitive control device 2 resets the number counter (s21). The unit counter uses the storage area of the memory of the control unit 21. The prediction unit 33 selects the target vehicle (s22). The prediction unit 33 uses the latest scan of the vehicle 100 traveling on the inflow path to the intersection detected by the latest scanning of the vehicle detection area 10a by the radio wave radar device 5a and the vehicle detection area 10b of the radio wave radar device 5b. A target vehicle is selected from the vehicles 100 running on the detected inflow path to the intersection.

For the target vehicle selected in s22, the prediction unit 33 uses the tracking data of the vehicle 100 to predict the speed and position at the temporary switching timing set this time (s23). At s23, based on the speed change of the vehicle 100 obtained from the tracking data, on the condition that the signal light device 3a on the main road side does not change from the green signal to the yellow signal (provided that the green signal continues), A change in speed until the vehicle 100 reaches just before the intersection is predicted. For example, the prediction unit 33 obtains an n-dimensional time function indicating the speed change of the vehicle 100 (n is an integer of 1 or more). The prediction unit 33 refers to the tracking data of the vehicle 100 to acquire the speed change of the vehicle 100. The prediction unit 33 obtains an n-dimensional time function that approximates the acquired speed change of the vehicle 100 as a function indicating the speed change of the vehicle 100. The n-dimensional time function obtained by the prediction unit 33 for the vehicle 100 is the prediction result of the speed change until the vehicle 100 reaches before the intersection.

Note that the method of predicting the speed change of the vehicle 100 before reaching the intersection in the predicting unit 33 is not limited to the method of obtaining the n-dimensional time function described above, and may be another method.

The prediction unit 33 acquires the speed of the vehicle 100 at the temporary switching timing set this time from this prediction result. In addition, the prediction unit 33 predicts the position of the vehicle 100 using the speed change until the provisional switching timing set this time.

The prediction unit 33 sets the dilemma zone for the target vehicle selected in s22 (s24). The determination unit 34 determines whether the position of the vehicle 100 predicted in s23 is within the dilemma zone set for the vehicle 100 in s24 (s25). When the determination unit 34 determines in s25 that the position of the vehicle 100 is within the dilemma zone, the determination unit 34 increments (counts up by 1) the number counter (s26). If it is determined in s25 that the position of the vehicle 100 is within the dilemma zone, or if the number counter is incremented in s26, the dilemma sensitive control device 2 determines whether or not there is an unprocessed vehicle 100 (s27). At s27, the vehicle 100 traveling on the inflow path to the intersection detected by the latest scanning of the vehicle detection area 10a by the radio wave radar device 5a and the latest scanning of the vehicle detection area 10b by the radio wave radar device 5b are detected. It is determined whether or not there is a vehicle 100 that has not executed the processes of s22 to s26 among the vehicles 100 that are traveling on the inflow path to the intersection.

When determining that there is an unprocessed vehicle 100 in s27, the dilemma sensitive control device 2 returns to s22 and repeats the above processing. When it is determined in s27 that there is no unprocessed vehicle 100, the dilemma sensitive control device 2 ends the number counting process.

Returning to FIG. 7, when the number-of-machines counting process of s13 is completed, the dilemma-sensitive control device 2 causes the determination unit 35 to determine whether the count value of the number-of-machines counter is 0 (s14). As is clear from the above description, the count value of the number-of-units counter is the number of vehicles 100 located in the dilemma zone at the provisional switching timing set this time.

When the determination unit 35 determines that the count value is not 0 in s14, the provisional switching timing set this time and the count value of the unit counter are stored in the memory of the control unit 21 in association with each other (s15).

The temporary switching timing setting unit 32 sets a timing delayed by a set time (100 msec in this example) from the previously set temporary switching timing as a new temporary switching timing (s16). The prediction unit 33 determines whether the temporary switching timing set in s16 is a timing before the end time of the sensitive control time (s17). In s17, it is determined whether or not the temporary switching timing set in s16 is within the sensitive control time. If the predicting unit 33 determines in s17 that it is within the sensitive control time, the predicting unit 33 repeats the processes in and after s13.

In addition, when the determination unit 35 determines in s14 that the count value is 0, the determination unit 35 determines the provisional switching timing set at that time as the switching timing for switching the main roadside signal lamp 3a from the green signal to the yellow signal. Yes (s19). That is, the switching timing determined in s19 is the timing when the vehicle 100 located in the dilemma zone does not exist and is the timing closest to the start time of the sensitive control time.

When the dilemma sensitive control device 2 determines in s17 that it is not within the sensitive control time, the dilemma sensitive control device 2 performs a determination process to determine the switching timing for switching the signal light device 3a on the main road side from the green signal to the yellow signal based on the processing result of the number of vehicles counting process. Perform (s18). The process of s18 is executed when there is no timing of determining that the vehicle 100 located in the dilemma zone does not exist among the plurality of temporary switching timings set within the sensitive control time.

The deciding unit 35 extracts the temporary switching timing at which the number of vehicles 100 located in the dilemma zone is the minimum among the temporary switching timings in which the count values of the number-of-units counter are stored in association with each other in s17. If there are a plurality of extracted temporary switching timings, the determining unit 35 determines the temporally earliest temporary switching timing as the switching timing.

In addition, the determination part 35 will determine the extracted temporary switching timing as switching timing, if the extracted temporary switching timing is one.

The dilemma sensitive control device 2 outputs the switching timing determined in s18 or s19 to the signal control device 1. At the switching timing input from the dilemma sensitive control device 2, the signal control device 1 switches the signal light device 3a on the main road side from the green signal to the yellow signal.

As described above, the signal control device 1 switches the signal color of the signal lamp other than switching the signal lamp 3a on the main road side from the blue signal to the yellow signal, and stores the signal stored in the signal control parameter storage unit 11a. Perform according to the control parameters.

As described above, in the signal control system according to this example, the dilemma sensitive control device 2 predicts the dilemma zone of the vehicle 100 and the position of the vehicle 100 in consideration of the speed change of the vehicle 100 in the vehicle detection area 10. Therefore, it is possible to prevent the dilemma sensitive control from becoming improper due to the speed change of the vehicle 100 in the vehicle detection area 10.

Further, when it is determined in s14 that the number of vehicles 100 located in the dilemma zone is 0, the tentative switching timing at that time is determined to be the switching timing for switching the signal lamp 3 on the main road side from the green signal to the yellow signal. Then, since the processing is terminated, the processing load of the signal control device 1 is not unnecessarily increased. That is, even if the processes of s14 and s19 shown in FIG. 7 are eliminated, the switching timing for finally switching the signal light device 3 on the main road side from the green signal to the yellow signal determined by the process of s18 is the same. , S14, and s19, the process of s13 to s17 is not redundantly repeated.

Further, either one of the vehicle detection areas 10a and 10b to be subjected to the dilemma response control may be set. In this case, the other vehicle detection areas 10a and 10b (vehicle detection areas 10a and 10b not subject to dilemma sensitive control) do not need to be provided with the radio wave radar device 5 that scans with the search wave.

Also, with respect to the signal lamp 3b on the secondary road side, switching from the blue signal to the yellow signal may be performed by the dilemma sensitive control. In this case, the radio wave radar device 5 may be installed on the secondary road side as well, and tracking data may be acquired by the vehicle 100 traveling on the secondary road inflow route and entering the intersection. The switching timing for switching the signal light device 3b on the sub road side from the green signal to the yellow signal is the same as the process for determining the switching timing for switching the signal light device 3b on the main road side from the blue signal to the yellow signal.

The radio wave radar device 5 may be replaced with a laser radar device that uses laser light as an exploration wave, scans the vehicle detection area 10 with the laser light to detect the vehicle 100, and tracks the vehicle 100. Further, the radio wave radar device 5 processes the visible light image obtained by imaging the vehicle detection area 10, detects the vehicle 100 imaged in the visible light image, and replaces it with an image processing device that tracks the vehicle 100. May be.

Further, in the above example, in the scanning of the vehicle detection area 10 that is continuous in time, the detected vehicle 100 is associated with the radio wave radar device 5 side, but it is configured to be associated with the dilemma sensitive control device 2 side. You can do it.

The dilemma sensitive control device 2 may be integrated with the signal control device 1 or may be integrated with the radio wave radar device 5.

<4. Modification>
Next, a modification of the signal control system will be described.

The signal control system according to this modification also has the configuration shown in FIG. 1, and the configuration of the main part of each device is also similar to the above-described example. The signal control system according to this modification differs from the above example in that the dilemma sensitive control device 2 performs the operation shown in FIG. FIG. 9 is a flowchart showing the operation of the dilemma sensitive control device according to the modification.

The dilemma sensitive control device 2 sets the temporary switching timing to the start value at the determination start timing (s31) (s32). The process of s31 is the same as the process of s11. In s32, the first start value is set to the above-described initial value of the temporary switching timing, and thereafter, every time the processes of s33 to s40 described later are repeated, the start value is sequentially changed from the initial value to the radio wave radar device 5 Is set to a time delayed by a time (100 msec in this example) according to the scanning cycle of scanning the vehicle detection area 10 with the exploration wave.

In this example, it is premised that the time required for the processing in s32 to s40 is less than 100 msec.

The dilemma sensitive control device 2 performs the number counting process (s33). s33 is the same process as s13 described above (the process shown in FIG. 8). The dilemma sensitive control device 2 determines whether the count value of the number of vehicles 100 located in the dilemma zone is 0 (s34). s34 is the same processing as s14 described above. If the count value of the number of vehicles 100 located in the dilemma zone is 0, the dilemma sensitive control device 2 determines the start value set as the temporary switching timing in s32 as the switching timing (s41).

If the count value of the number of vehicles 100 located in the dilemma zone is not 0, the dilemma sensitive control device 2 stores the count value of the number of vehicles 100 located in the dilemma zone in the memory (s35). The dilemma sensitive control device 2 sets a timing that is delayed by the set time (100 msec in this example) from the previously set temporary switching timing as a new temporary switching timing (s36). s36 is the same process as s16 described above. The dilemma sensitive control device 2 determines whether the temporary switching timing set in s36 is a timing before the end time of the sensitive control time (s37). s37 is the same process as s17 described above.

If the dilemma sensitive control device 2 determines in s37 that it is within the sensitive control time, it performs the number counting process (s38). s38 is the same processing (processing shown in FIG. 8) as s13 and s33 described above. The dilemma sensitive control device 2 determines whether or not the number of vehicles 100 located in the dilemma zone, which is counted in this number counting process, is smaller than the number stored in the memory in s35 (s39). In s39, it is determined whether or not there is a timing at which the number of vehicles 100 located in the dilemma zone is predicted to be smaller than the start value set as the temporary switching timing in s32.

When the dilemma sensitive control device 2 determines in s39 that the number is larger than the number stored in the memory in s35, the process returns to s36 and repeats the above process.

Further, when the dilemma sensitive control device 2 determines in s39 that the number is greater than the number stored in the memory in s35 (that is, the number of vehicles 100 located in the dilemma zone is the start value set as the temporary switching timing in s32). If it is determined that there is a timing that is predicted to be smaller than that), it waits for new detection data to be input from the radio wave radar device 5 (s40), and returns to s32. As a result, the dilemma sensitive control device 2 adds the detection data newly input from the radio wave radar device 5, and repeats the processing from s32.

Further, when the count value of the number of vehicles 100 located in the dilemma zone is 0 in s34 or when it is determined that it is not within the sensitivity control time in s37, the dilemma response control device 2 sets the temporary switching timing in s32. The determined start value is determined as the switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal (s41). That is, if there is no timing at which it is predicted that the number of vehicles 100 located in the dilemma zone will be smaller than the start value set in s32 as the temporary switching timing, the dilemma sensitive control device 2 sets the temporary switching timing in s32. The determined start value is determined as the switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal.

As described above, also in the signal control system according to this modification, the dilemma sensitive control device 2 considers the speed change of the vehicle 100 in the vehicle detection area 10 as in the above example, and the vehicle 100 at the temporary switching timing. The dilemma zone of the vehicle and the position of the vehicle 100 are predicted. Therefore, it is possible to prevent the dilemma sensitive control from becoming improper due to the speed change of the vehicle 100 in the vehicle detection area 10.

A dilemma sensitive control device 2 according to another modification will be described. The dilemma sensitive control device 2 according to this modification has the same configuration as the above-described example, but the method of predicting the speed change until the vehicle 100 reaches before the intersection is different for the vehicle 100. Specifically, the dilemma-sensitive control device 2 according to this modification predicts the change in speed of the vehicle 100 before reaching the intersection, tracking data of the vehicle 100, and the stop line of the intersection predicted for the vehicle 100. This is different from the above example in that the speed is used in the vicinity.

The prediction of the speed of the vehicle 100 near the stop line at the intersection is performed using, for example, the congestion degree of the vehicle 100 on the inflow road (vehicle density of the inflow road). Specifically, by detecting the headway distance or inter-vehicle distance of a group of vehicles traveling in a predetermined range upstream of the stop line at the intersection (for example, a range of 50 m upstream from the stop line), the stop line at the intersection is detected. Predict the speed of the vehicle 100 in the vicinity. Here, an example in which the headway distance is detected and the speed of the vehicle 100 near the stop line at the intersection is predicted will be described.

The prediction unit 33 refers to the tracking data to detect the headway distance of a vehicle group traveling in a predetermined range upstream of the stop line at the intersection (for example, in a range of 50 m upstream from the stop line). The prediction unit 33
(1) If the detected headway distance is 30 m or more, the speed of the vehicle 100 near the stop line is set as the speed detected for the vehicle 100.
(2) If the detected headway distance is 20 m or more and less than 30 m, the speed V of the vehicle 100 near the stop line is
Let V=V1-α×(V1-Vave).
V1 is an average speed that can be acquired from the tracking data of the vehicle 100, and Vave is an average speed of another vehicle 100 that has traveled near the stop line (vehicle 100 that belongs to the vehicle group that has detected the headway distance),
α is a predetermined coefficient (for example, 0.5).
(3) If the detected headway distance is less than 20 m, the speed of the vehicle 100 near the stop line is the average speed of other vehicles 100 (vehicles 100 belonging to the vehicle group in which the headway distance is detected) traveling near the stop line. Vave.
For example, as described in the above example, the prediction unit 33 obtains an n-dimensional time function indicating the speed change of the vehicle 100 from the tracking data of the vehicle 100. Then, the predicting unit 33 predicts an n-dimensional time function indicating the change in speed of the vehicle 100 by using the headway distance of the vehicle 100 near the intersection described above as the speed of the vehicle 100 near the stop line. Correct so that The prediction unit 33 acquires the n-dimensional time function corrected here as a time function indicating the speed change of the vehicle 100.

Further, the dilemma sensitive control device 2 may predict the speed of the vehicle 100 near the stop line of the intersection by using the variation in the speed of the vehicle 100 traveling near the intersection. Further, the dilemma-sensitive control device 2 changes the speed of the vehicle 100 near the stop line at the intersection, which is the difference between the speed of the vehicle 100 on the upstream side of the inflow path and the speed of the vehicle 100 on the downstream side of the inflow path. May be used to make predictions.

A dilemma sensitive control device 2 according to another modification will be described. The dilemma sensitive control device 2 according to this modification has the same configuration as that of the above-mentioned example, but is different in that the dilemma sensitive control abort processing (hereinafter simply referred to as abort processing) shown below is performed. This termination processing is processing to terminate the processing shown in FIG. 7 or 9 described above. In addition, this termination processing determines the switching timing at which the signal light device 3a on the main road side is switched from the green signal to the yellow signal when the processing shown in FIG. 7 or 9 is terminated.

FIG. 10 is a flowchart showing the termination processing. During the sensitive control time (s51), the dilemma-sensitive control device 2 is configured such that the vehicle 100 running on the main road goes straight through the intersection and enters the outflow side, or the vehicle 100 running on the main road crosses the intersection. It is determined whether or not the deceleration of the passing vehicle 100 is detected on the exit side of the inflow path that flows in (s52, s53). The passing vehicle 100 slows down at the entrance side of the outflow where the vehicle 100 running on the main road goes straight through the intersection, or the exit side of the inflow path where the vehicle 100 running on the main road flows into the intersection. The traffic situation in which the passing vehicle 100 slows down is estimated to be a traffic situation in which the vehicle 100 is jammed on the outflow road. When the vehicle 100 is clogged on the outflow road, the vehicle 100 running on the main road just before the intersection also decelerates according to the deceleration of the preceding vehicle 100. As a result, τ required for calculation of the dilemma zone becomes 0, and the speed of the vehicle 100 also decreases to some extent, so that the dilemma zone does not substantially exist.

In addition, in FIG. 1, with respect to the vehicle 100 that flows into the intersection from the left side, the traffic situation related to whether or not the vehicle 100 is decelerating at the entrance side of the outflow side that flows straight through the intersection, It can be determined by the detection data of. In addition, in FIG. 1, with respect to the vehicle 100 that flows into the intersection from the right side, the traffic condition related to whether or not the vehicle 100 is decelerating at the entrance side of the outflow lane that flows straight through the intersection, the radio wave radar device 5a It can be determined by the detection data of.

The dilemma-sensitive control device 2 is configured such that the vehicle 100 running on the main road goes straight into the intersection and flows in, or the exit side of the inflow road where the vehicle 100 running on the main road flows into the intersection. When the deceleration of the passing vehicle 100 is detected, the temporally earliest temporal switching timing is determined as the switching timing (s54). Further, the dilemma sensitive control device 2 terminates the processing shown in FIG. 7 or 9 (s55).

When the process illustrated in FIG. 7 or 9 is terminated in s55, the dilemma sensitive control device 2 notifies the signal control device 1 of the switching timing determined in s54.

Even in this modification, the signal lamp 3a on the main road side can be switched from the green signal to the yellow signal at an appropriate timing.

Further, the present invention is not limited to the above embodiments as they are, and can be embodied by modifying the constituent elements within a range not departing from the gist of the invention in an implementation stage. Further, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, the constituent elements of different embodiments may be combined appropriately.

Furthermore, the correspondence relationship between the configuration according to the present invention and the configuration according to the above-described embodiment can be described as the following supplementary notes.
<Appendix>
A determination unit (35) that determines the switching timing for switching the green signal to the yellow signal for the vehicle (100) flowing from the inflow path to the intersection;
A tracking data acquisition unit (22) for acquiring tracking data of the vehicle (100) traveling on the inflow path,
A temporary switching timing setting unit (32) for setting a temporary switching timing that is a candidate for the switching timing;
For the vehicle (100) traveling on the inflow path, the position at the temporary switching timing set by the temporary switching timing setting unit (32) and the dilemma zone are predicted using the tracking data of the vehicle. A prediction unit (33),
A determination unit 34 that determines whether or not the position predicted by the prediction unit (33) for the vehicle (100) traveling on the inflow path is within the dilemma zone predicted for the vehicle (100); Equipped with
The dilemma sensitive control device (2), wherein the determination unit (35) determines the switching timing based on the determination result of the determination unit (34).

1... Signal control device 2... Dilemma sensitive control device 3 (3a, 3b)... Signal light device 5 (5a, 5b)... Radio wave radar device 10 (10a, 10b)... Vehicle detection area 11... Control unit 11a... Signal control parameter storage Unit 11b... Lighting control signal generator 12... Communication unit 13... Input/output unit 14... Lighting control signal output unit 21... Control unit 22... Detection data input unit 22... Tracking data acquisition unit 23... Input/output unit 31... Tracking data storage Unit 32... Temporary switching timing setting unit 33... Prediction unit 34... Judgment unit 35... Determination unit 100... Vehicle

Claims (9)

A determination unit that determines the switching timing for switching the green signal to the yellow signal for the vehicle flowing from the inflow route to the intersection,
A tracking data acquisition unit for acquiring tracking data of the vehicle traveling on the inflow path,
A temporary switching timing setting unit that sets a temporary switching timing that is a candidate for the switching timing;
For the vehicle running on the inflow path, a position at the temporary switching timing set by the temporary switching timing setting unit, and a dilemma zone, a prediction unit for predicting using the tracking data of the vehicle,
A position predicted by the prediction unit for the vehicle traveling on the inflow path, a determination unit for determining whether or not it is within the dilemma zone predicted for the vehicle,
The determination unit is a dilemma sensitive control device that determines the switching timing based on a determination result of the determination unit. The determining unit compares the number of vehicles determined to be located in the dilemma zone by the determining unit between the plurality of temporary switching timings set by the temporary switching timing setting unit, and determines the switching timing. The dilemma sensitive control device according to claim 1, which determines. The dilemma sensitive control device according to claim 1, wherein the tracking data is data indicating a traveling locus of the vehicle on the inflow path. The prediction unit uses the change in speed of the vehicle in the inflow path predicted using the tracking data of the vehicle in the prediction of the position at the temporary switching timing with respect to the vehicle and the dilemma zone. 3. The dilemma sensitive control device according to any one of 3 above. The dilemma sensitive control according to claim 4, wherein the prediction unit uses the speed of the vehicle in front of the intersection predicted by using the vehicle density of the inflow path in predicting the speed change of the vehicle in the inflow path. apparatus. When the deceleration is detected for a group of vehicles traveling in front of the intersection, the determination unit sets the temporally earliest temporary switching timing set by the temporary switching timing setting unit to the switching timing. The dilemma sensitive control device according to any one of claims 1 to 5, which is determined. The tracking data acquisition unit also acquires the tracking data for a vehicle traveling on an outflow link from the intersection,
When the deceleration is detected for the group of vehicles traveling on the outflow link, the determination unit determines the temporally earliest temporary switching timing set by the temporary switching timing setting unit as the switching timing. The dilemma sensitive control device according to any one of claims 1 to 6. A determining step of determining a switching timing for switching a green signal to a yellow signal for a vehicle flowing from the inflow path to the intersection,
A temporary switching timing setting step of setting a temporary switching timing that is a candidate for the switching timing;
Regarding the vehicle traveling on the inflow path, the position at the temporary switching timing set in the temporary switching timing setting step, and the dilemma zone, regarding the vehicle traveling on the inflow path by the tracking data acquisition unit. A prediction step of predicting using the tracking data acquired by
A position for which the prediction step is predicted for the vehicle traveling on the inflow path, a determination step for determining whether or not within the dilemma zone predicted for the vehicle,
The determination step is a dilemma sensitive control method, wherein the switching timing is determined based on the determination result in the determination step. A determining step of determining a switching timing for switching a green signal to a yellow signal for a vehicle flowing from the inflow path to the intersection,
A temporary switching timing setting step of setting a temporary switching timing that is a candidate for the switching timing;
Regarding the vehicle traveling on the inflow path, the position at the temporary switching timing set in the temporary switching timing setting step, and the dilemma zone, regarding the vehicle traveling on the inflow path by the tracking data acquisition unit. A prediction step of predicting using the tracking data acquired by
The position predicted for the vehicle traveling in the inflow path in the prediction step, a determination step of determining whether the position is within the dilemma zone predicted for the vehicle, causing the computer to execute,
The determination step is a dilemma sensitive control program, which is a step of determining the switching timing based on the determination result in the determination step.

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