JP4622438B2 - Traffic signal control device - Google Patents

Description

  The present invention relates to a traffic signal control device, and more particularly to a traffic signal control device of a traffic sensitive control system.

  Conventionally, signal traffic control parameters (cycle, split, offset) are optimized in accordance with the traffic volume, and road traffic is safe and smooth. The cycle is the time required for one cycle of blue, yellow, red, or a series of signal displays instead. A split is a time allocation allocated to the blue display within one cycle. The offset is the deviation time of the blue display start between adjacent intersections.

  The blue display is a green signal or an arrow signal given to a traffic road with a right of passage at an intersection composed of a plurality of traffic roads.

  Such signal control parameter optimization methods include a periodic control method and a traffic-sensitive control method.

  The fixed cycle control method is a method of selecting a predetermined signal control parameter pattern according to the day of the week and time. In the periodic control method, it is difficult to cope with the traffic volume that changes every moment, and local traffic congestion may occur.

  On the other hand, the traffic sensitive control method is a method of grasping the traffic volume using a vehicle detector and optimizing the signal control parameter according to the traffic volume, and can cope with a sudden fluctuation in traffic volume.

  Further, each control method includes a system control method that optimizes signal control parameters at a plurality of adjacent intersections, and a point control method that optimizes signal control parameters at each intersection alone.

  By the way, the traffic-sensitive control method depends on the macro control for determining the signal control parameter from the viewpoint of optimizing the entire traffic volume in each traffic route and the vehicle to be passed in both the point control method and the system control method. In many cases, this is realized in combination with micro control for determining signal control parameters for each cycle. This is because the number of vehicles passing through the traffic path varies greatly from cycle to cycle, and optimization is insufficient with macro control alone.

As a micro control as described above, in Patent Document 1, a vehicle detector is provided at the entrance of an intersection, and when the vehicle detector detects a vehicle when it changes from a green signal to a red signal, the lighting time of the green signal is constant. A traffic signal controller for extending time is shown. Further, in Patent Document 2, vehicle detectors are installed at positions separated by a predetermined distance from the intersection entrance and on the exit straight side, exit left turn side and exit right turn side of the intersection, and traffic congestion is detected on the entrance side of the intersection. However, there is shown a traffic signal control device that facilitates a right turn by making the opposite lane side red when the traffic jam is not detected on the exit side.
JP-A-62-46400 JP 2001-84486 A

  However, in the traffic signal control apparatus shown in Patent Document 1, when a vehicle is detected by a vehicle detector at the intersection entrance when the green signal changes to a red signal, the lighting time of the green signal is extended by a certain time regardless of the presence or absence of the following vehicle. Therefore, it has not necessarily been optimized.

  In addition, the traffic signal control device shown in Patent Document 2 has a problem in that the response to the increase in traffic volume is delayed because the signal control parameters are optimized only after a traffic jam occurs in an intersection.

  As described above, the conventional traffic-sensitive control method often detects a stopped vehicle and regards it as a traffic volume, and is not a control method according to the traffic volume of an actual passing vehicle.

  Accordingly, the present invention has been made to solve such a problem, and an object thereof is to provide a traffic signal control device capable of optimizing a signal control parameter for each cycle in accordance with an actual traffic volume. .

  According to this invention, it is a traffic signal control device including a control unit that controls blinking of a signal lamp installed at an intersection and a detection unit that detects a vehicle passing through the traffic path of the intersection. The control unit determines whether there is traffic demand for the traffic route given the blue indication based on the detection result in the detection unit, and whether to extend the blue indication on the traffic route. And blue display time determining means for determining the demand based on the presence or absence of traffic demand in the demand determining means.

  Preferably, the detection unit includes vehicle detection means for detecting the presence or absence of a vehicle in a predetermined section of the traffic road, and the demand determination means is a traffic demand when the vehicle detection means has been in the absence of a vehicle for a predetermined time or more. Completion determining means for determining that the traffic display has been completed, and the blue display time determining means includes an extension discontinuing means for canceling the extension of the blue display when the completion determining means determines that the traffic demand has been completed.

Preferably, the detection unit includes a lane-specific detection unit that detects, for each lane, a vehicle passing through each lane of a traffic road including a plurality of lanes,
The demand judgment means includes a lane demand judgment means for judging whether or not there is a traffic demand for each lane of the traffic route based on the detection result in the lane detection means,
The blue display time determination means includes an extension discontinuation means that terminates the extension of the blue display when it is determined by the lane demand determination means that the traffic demand of all lanes has been completed.

  Preferably, the demand judgment means for each lane includes completion judgment means for judging that the traffic demand in the lane has been completed when the vehicle-free state in each lane continues for a predetermined time or more.

  Preferably, the extension aborting means aborts the extension of the blue display at a predetermined time according to a command from the outside or a predetermined value.

  Preferably, the traffic road includes a right turn lane.

  Preferably, the detection unit detects a vehicle passing through one or more of the traffic roads at an intersection.

  According to the present invention, it is determined whether or not to extend the blue display by judging the number of vehicles actually passing through the traffic route given the blue display, that is, whether there is a traffic demand for the blue display. The signal control parameters can be optimized according to the actual traffic volume.

  In addition, according to the present invention, since the presence or absence of traffic demand of each lane in a traffic route having a plurality of lanes is determined independently for each lane, each lane is determined as in the case where a plurality of lanes are determined collectively. In spite of the completion of the traffic demand, it is not mistakenly determined that the traffic demand exists as a whole. Therefore, useless extension of the blue display can be avoided, and the signal control parameters can be optimized according to the actual traffic volume.

  Embodiments of the present invention will be described in detail with reference to the drawings. Note that the same or corresponding parts in the drawings are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a schematic configuration diagram of an intersection according to Embodiment 1 of the present invention.

  Referring to FIG. 1, the intersection according to the first embodiment of the present invention includes main line 1, oncoming lane 3, horizontal line (right line) 4, and horizontal line (left line) 5. Furthermore, the main line 1 includes a right turn exclusive lane 2.

  A main line signal lamp 20 is installed at the intersection exit side of the main line 1, an opposite lane signal lamp 30 is installed at the intersection exit side of the opposite lane 3, and an intersection exit side of the horizontal line (right line) 4 is installed. A horizontal line (right line) signal lamp 40 is installed, and a horizontal line (left line) signal lamp 50 is installed at the intersection exit side of the horizontal line (left line) 5. The vehicles on each traffic path pass according to the blinking of the signal lamp corresponding to each traffic path. The main line signal lamp 20 includes a right turn arrow signal lamp 25, and the vehicle in the right turn dedicated lane 2 passes along the blinking of the right turn arrow signal lamp 25.

  The detection unit 200 is installed in the vicinity of the stop line of the right turn exclusive lane 2 and detects a vehicle passing through the right turn exclusive lane 2.

  FIG. 2 is a schematic configuration diagram of the traffic signal according to the first embodiment of the present invention.

  Referring to FIG. 2, the traffic signal according to the first embodiment of the present invention includes a traffic signal control device 10, a main line signal lamp 20, an oncoming traffic signal lamp 30, and a horizontal line (right line) signal lamp 40. And a signal lamp device 50 for horizontal lines (left row).

  The traffic signal control device 10 gives lighting and extinguishing control commands to the signal lamps 20, 30, 40 and 50.

  Each of the signal lamps 20, 30, 40, 50 receives the control command from the traffic signal control device 10 and turns on and off “red”, “yellow”, and “blue”. Further, the main line signal lamp 20 turns on or turns off a “right turn arrow” that permits a right turn.

  The traffic signal control device 10 includes a control unit 100 and a detection unit 200.

  The control unit 100 receives a vehicle detection signal from the detection unit 200, optimizes the signal control parameter, and generates a control command for each of the signal lamps 20, 30, 40, and 50.

  The detection unit 200 detects a vehicle passing through the traffic road and outputs a detection signal to the control unit 100.

  In addition, as a sensor for detecting a vehicle, there are an ultrasonic sensor, an infrared sensor, an optical sensor using a laser beam, a loop coil sensor, an image sensor, and the like, but the detection unit 200 in Embodiment 1 is an ultrasonic sensor. Composed.

  FIG. 3 is an external view of detection unit 200 according to the first embodiment of the present invention.

  Referring to FIG. 3, detection unit 200 is installed above a traffic road through which a vehicle passes, irradiates ultrasonic waves into a predetermined section of the traffic road, and determines whether or not a reflected wave from the vehicle can be received. Detects the presence or absence of a vehicle. Therefore, the detection unit 200 can spot-observe a predetermined section of the traffic road. In addition, since the detection time of the detection part 200 is 50 msec or less and it is sufficiently high speed with respect to the control period of the traffic signal control apparatus 10, the detection part 200 can detect the presence or absence of a vehicle continuously.

  At the intersection according to the first embodiment, first, blue indication is given to the main line 1 and the opposite lane 3. Next, when the blue display of the main line 1 and the opposite lane 3 is finished, the blue display is given to the right turn exclusive lane 2. Further, when the blue display of the right turn exclusive lane 2 ends, the blue display is given to the horizontal line (right line) 4 and the horizontal line (left line) 5. The above is the one-cycle operation at the intersection according to the first embodiment.

  By giving a blue indication to the right turn lane 2 only, a collision accident between a vehicle traveling straight on the opposite lane 3 and passing through the intersection and a vehicle turning right on the right turn lane 2 is effective. Can be prevented.

  On the other hand, any vehicle on the main line 1, the opposite lane 3, the horizontal line (right line) 4, and the horizontal line (left line) 5 cannot pass through the intersection while the blue sign is given to the right turn exclusive lane 2. . Therefore, in order to avoid the occurrence of traffic congestion on each traffic route at the intersection, it is necessary to optimize the blue display time for the right turn exclusive lane 2.

  In the following description, in order to clarify that it is a blue indication for the right-turn exclusive lane 2, giving a blue indication is a lighting of the right turn arrow.

  First, when the right turn arrow of the right turn dedicated lane 2 is turned on, the amount of vehicles actually passing the right turn dedicated lane 2 is referred to as traffic demand for the right turn arrow.

  Furthermore, it is said that the traffic demand for the right turn arrow exists when the vehicle passing through the right turn exclusive lane 2 continues while the right turn arrow is lit, and the traffic demand for the right turn arrow is completed when the passing vehicle is interrupted.

  In order to optimize the lighting time of the right turn arrow, the control unit 100 determines whether there is a traffic demand when the right turn arrow is turned on based on the detection result of the detection unit 200, and turns on the right turn arrow. A blue display time determining means for determining whether to extend the time based on the presence or absence of traffic demand.

(Demand judgment means)
Detection unit 200 according to the first embodiment detects the vehicle only while the vehicle is passing through the monitoring range in order to spot-observe the predetermined section of the traffic road.

  Therefore, in the demand determination means, the control unit 100 passes when the detection unit 200 detects a vehicle passing through the right turn exclusive lane 2 and detects a subsequent vehicle for a predetermined time or more. It can be determined that the vehicle is disconnected and the traffic demand for the right turn arrow has been completed. That is, the control unit 100 determines that the traffic demand for the right turn arrow has been completed when the state in which the vehicle is not detected by the detection unit 200 continues for a predetermined time or longer.

  This predetermined time is referred to as a subsequent determination time Td. In the first embodiment, as an example, the subsequent determination time Td is 3 seconds.

  FIG. 4 is a flowchart of the demand determination means according to the first embodiment of the present invention.

  Referring to FIG. 4, control unit 100 resets the determination timer (step S100). This determination timer is for measuring the subsequent determination time Td.

  The control unit 100 determines whether or not the vehicle is detected by the detection unit 200 (step S102).

  When the vehicle is detected by detection unit 200 (YES in step S102), control unit 100 resets the determination timer (step S100).

  Hereinafter, steps S100 and S102 described above are repeated until no vehicle is detected by the detection unit 200 in step S102.

  When the detection unit 200 does not detect a vehicle (NO in step S102), the control unit 100 determines whether or not the determination timer value is equal to or longer than the subsequent determination time Td (step S104).

  If the determination timer value is not equal to or longer than the subsequent determination time Td (NO in step S104), control unit 100 determines whether vehicle is detected by detection unit 200 (step S102).

  Hereinafter, steps S102 and S104 described above are repeated until the determination timer value becomes equal to or longer than the subsequent determination time Td in step S104.

  When the determination timer value is equal to or longer than the subsequent determination time Td (YES in step S104), control unit 100 determines that the traffic demand has been completed (step S106).

(Blue display time determination means)
The control unit 100 lights the right turn arrow until at least the minimum lighting time Tmin has elapsed since the start of lighting. The minimum lighting time Tmin is set to be equal to or longer than the subsequent determination time Td so that the demand determination means can determine the presence or absence of traffic demand.

  Thereafter, the control unit 100 terminates the extension of the right turn arrow at the earlier of the timing at which the demand determination unit determines that the traffic demand has been completed and the timing at which the maximum lighting time Tmax has elapsed from the start of lighting.

  The maximum lighting time Tmax is a maximum time for turning on the right turn arrow, and is determined from the viewpoint of optimizing the entire traffic amount in each traffic path in the macro control described above.

  In the above-described system control method, the control unit 100 receives a command from the control center and determines the maximum lighting time Tmax. Moreover, the control part 100 determines the maximum lighting time Tmax from the predetermined value by the above-mentioned point control system.

  FIG. 5 is a flowchart of the blue display time determining means according to the first embodiment of the present invention.

  Referring to FIG. 5, control unit 100 determines whether or not minimum lighting time Tmin has elapsed (step S200).

  If the minimum lighting time Tmin has not elapsed (NO in step S200), the control unit 100 waits until the minimum lighting time Tmin has elapsed (step S200).

  When the minimum lighting time Tmin has elapsed (in the case of YES in step S200), the control unit 100 determines whether or not the traffic demand has been completed (step S202).

  When the traffic demand is not completed (NO in step S202), control unit 100 determines whether or not maximum lighting time Tmax has elapsed (step S204).

  If the maximum lighting time Tmax has not elapsed (NO in step S204), control unit 100 determines whether or not the traffic demand has been completed (step S202).

  Hereinafter, steps S202 and S204 described above are repeated until the traffic demand is completed in step S202 or the maximum lighting time Tmax has elapsed in step S204.

  When the traffic demand is completed (YES in step S202), or when maximum lighting time Tmax has elapsed (YES in step S204), control unit 100 turns off the right turn arrow. (Step S206).

  FIG. 6 is a time chart in control unit 100 according to the first embodiment of the present invention.

  FIG. 6A illustrates a case where the right turn arrow lighting time Ta is optimized.

  FIG. 6B shows a case where the extension is not performed and the operation is terminated at the minimum lighting time Tmin.

  FIG. 6C shows a case where the extension is terminated at the maximum lighting time Tmax.

  With reference to Fig.6 (a), the control part 100 judges that the traffic demand was completed after the state which does not detect a vehicle by the detection part 200 continues for the subsequent determination time Td, and turns off the right turn arrow.

  Referring to FIG. 6B, when determining that the traffic demand is completed before the minimum lighting time Tmin has elapsed, the control unit 100 turns on the right turn arrow for the minimum lighting time Tmin.

  With reference to FIG.6 (c), when the traffic demand exists even if the maximum lighting time Tmax passes, the control part 100 will stop extension by the maximum lighting time Tmax.

  FIG. 7 is a time chart of each signal lamp 20, 30, 40, 50 at the intersection according to the first embodiment of the present invention. FIG. 7 shows a case where system control is performed at a plurality of adjacent intersections and the cycle T is constant.

  FIG. 7A shows a case where the right turn arrow lighting time Ta is optimized.

  FIG. 7B shows a case where the extension is not performed and the operation is terminated at the minimum lighting time Tmin.

  FIG. 7C shows a case where the extension is terminated at the maximum lighting time Tmax.

  With reference to Fig.7 (a), the control part 100 lights a right turn arrow until traffic demand is completed, after giving a blue indication with respect to the main line 1 and the opposite lane 3. FIG. Thereafter, the control unit 100 gives a blue display to the horizontal line (right row) 4 and the horizontal line (left row) 5. The control unit 100 changes the blue display time for the horizontal line (right row) 4 and the horizontal line (left row) 5 according to the lighting time of the right turn arrow, and keeps the cycle T constant.

  With reference to FIG.7 (b), the control part 100 lights the right turn arrow only for the minimum lighting time Tmin, after giving the blue indication with respect to the main line 1. FIG. Thereafter, the control unit 100 gives a blue display to the horizontal line (right row) 4 and the horizontal line (left row) 5. At this time, the blue display time for the horizontal line (right row) 4 and the horizontal line (left row) 5 is maximized.

  With reference to FIG.7 (c), the control part 100 lights the right turn arrow only for the maximum lighting time Tmax, after giving the blue indication with respect to the main line 1. FIG. Thereafter, the control unit 100 gives a blue display to the horizontal line (right row) 4 and the horizontal line (left row) 5. At this time, the blue display time for the horizontal line (right row) 4 and the horizontal line (left row) 5 is minimum.

  In addition, although the detection part 200 in Embodiment 1 is comprised with an ultrasonic sensor, it is the same even if it uses any of the infrared sensor, optical sensor, and loop coil sensor which can monitor the inside of the predetermined area of a traffic path spot-wise. Can be realized.

  In the first embodiment, the right turn exclusive lane 2 has been described. However, the present invention can be applied to any of the main road 1, the opposite lane 3, the horizontal line (right line) 4, and the horizontal line (left line) 5. Needless to say, the present invention can be similarly applied to the case where the opposite lane 3, the horizontal line (right line) 4, and the horizontal line (left line) 5 are provided with a right turn exclusive lane. As a matter of course, it is necessary to provide the detection unit 200 for each traffic path.

  According to the first embodiment, when a right turn arrow is lit, it is determined whether or not there is a traffic demand for the right turn lane, that is, whether there is traffic demand for the right turn arrow, and lighting of the right turn arrow is extended until the traffic demand is completed. Therefore, the lighting time of the right turn arrow can be optimized according to the actual traffic volume.

[Embodiment 2]
In Embodiment 1, the case where the detection part 200 comprised with the ultrasonic sensor which can supervise the inside of the predetermined area of a traffic road like a spot was demonstrated.

  On the other hand, in Embodiment 2, the case where the detection part 300 comprised with an image sensor is used is demonstrated.

  FIG. 8 is an external view of detection unit 300 according to the second embodiment of the present invention.

  Referring to FIG. 8, detection unit 300 is installed above a traffic road through which a vehicle passes, and performs image processing on a video image of a predetermined section of the traffic road to detect the presence or absence of a vehicle within the monitoring range. . Therefore, the detection unit 300 has a wider monitoring range than the case where it is configured with an ultrasonic sensor or the like.

  Therefore, in order to determine whether or not there is a traffic demand, the detection unit 300 sets a predetermined section from the stop line of the right turn exclusive lane 2 as a monitoring range.

  Furthermore, the control unit 100 determines that the traffic demand for the right turn arrow has been completed in the demand determination means when the state where there is no vehicle passing through the monitoring range continues for the subsequent determination time Td.

  Note that there is a trade-off relationship between the above-described monitoring range and the subsequent determination time Td, and when the monitoring range can be widened, the subsequent determination time Td can be reduced. This is because the preceding vehicle and the following vehicle are separated by a distance corresponding to the monitoring range of the detection unit 300.

  In the second embodiment, as an example, the monitoring range of the detection unit 300 is a section of 30 m from the stop line of the right turn exclusive lane 2 and the subsequent determination time Td is 0 second.

  Further, since the control unit 100 performs the same processing as the blue display time determination unit in the first embodiment described above in the blue display time determination unit, detailed description thereof is omitted.

  According to the second embodiment, since the vehicle passing through the right-turn exclusive lane can be monitored in a wide range, the presence or absence of the vehicle can be detected earlier than when the predetermined section is monitored in a spot manner. Therefore, it is possible to quickly determine whether or not there is a traffic demand, and to further optimize the lighting time of the right turn arrow by quickly terminating when there is no need for extension.

[Embodiment 3]
In the above-described first embodiment, the optimization of the lighting time of the right turn arrow at the intersection including the one-lane right turn exclusive lane has been described.

  On the other hand, in Embodiment 3, the optimization of the lighting time of the right turn arrow at an intersection having a plurality of right turn dedicated lanes will be described.

  FIG. 9 is a schematic configuration diagram of an intersection according to the third embodiment of the present invention.

  Referring to FIG. 9, the intersection according to the third embodiment of the present invention includes main line 1, oncoming lane 3, horizontal line (right line) 4, and horizontal line (left line) 5. Furthermore, the main line 1 includes right-turn exclusive lanes 2.1 and 2.2.

  Detection units 200.1 and 200.2 for detecting vehicles passing through the respective lanes are installed in the right turn exclusive lanes 2.1 and 2.2.

  Detection units 200.1 and 200.2 are composed of ultrasonic sensors as in the first embodiment, and monitor each predetermined section of right-turn exclusive lanes 2.1 and 2.2 in a spot manner.

  The rest is the same as the intersection according to the first embodiment shown in FIG.

(Demand judgment means)
At intersections having a plurality of right turn lanes as described above, vehicles often pass through the right turn lanes 2.1 and 2.2 at random. On the other hand, there is one right turn arrow for these lanes.

  Therefore, the control unit 100 can also determine whether there is a traffic demand by regarding a plurality of right turn dedicated lanes as a single right turn dedicated lane.

  For example, the control unit 100 calculates the logical sum of the vehicle detection results of the detection units 200.1 and 200.2, and determines whether there is a traffic demand for the right turn arrow using the detection result.

  However, in the above-described method, when the vehicle alternately passes through the right-turn exclusive lanes 2.1 and 2.2, the control unit 100 makes a logical sum and determines that the vehicle is continuously passing. Make a misjudgment. In particular, as the number of lanes increases, the control unit 100 makes a misjudgment.

  Therefore, the control unit 100 determines whether there is a traffic demand for each lane in the demand determination unit.

  The means for determining whether or not there is a traffic demand in each lane is the same as the demand determining means in the first embodiment described above. That is, the control unit 100 determines that the traffic demand in the right turn dedicated lane 2.1 is completed when the time during which the detection unit 200.1 does not detect the vehicle continues for the subsequent determination time Td or more, and the detection unit 200. If the time during which no vehicle is detected in 2 continues for the subsequent determination time Td, it is determined that the traffic demand in the right turn exclusive lane 2.2 has been completed.

  As will be described later, in the third embodiment, the traffic demand completion timing does not coincide with the right turn-off timing. Therefore, in order to prevent misjudgment of traffic demand, it is assumed that there is no traffic demand in the same cycle after it is judged that traffic demand is once completed in each lane.

(Blue display time determination means)
When the demand determination means determines that the traffic demand for all the lanes is completed, the control unit 100 regards that the traffic demand for the entire right-turn exclusive lane has been completed, and terminates the extension of the right-turn arrow.

  FIG. 10 is a flowchart of the blue display time determining means according to the third embodiment of the present invention.

  Referring to FIG. 10, control unit 100 determines whether or not minimum lighting time Tmin has elapsed (step S300).

  If minimum lighting time Tmin has not elapsed (NO in step S300), control unit 100 waits until minimum lighting time Tmin has elapsed (step S300).

  When the minimum lighting time Tmin has elapsed (in the case of YES in step S300), the control unit 100 determines whether or not the traffic demand of the right turn exclusive lane 2.1 has been completed (step S302).

  When the traffic demand for right-turn exclusive lane 2.1 is complete (YES in step S302), control unit 100 determines whether the traffic demand for right-turn exclusive lane 2.2 is complete. (Step S304).

  When the traffic demand for the right turn exclusive lane 2.1 is not completed (NO in step S302), or when the traffic demand for the right turn exclusive lane 2.2 is not completed (NO in step S304) The control unit 100 determines whether or not the maximum lighting time Tmax has elapsed (step S306).

  If the maximum lighting time Tmax has not elapsed (NO in step S306), control unit 100 determines whether the traffic demand for right-turn exclusive lane 2.1 has been completed (step S302).

  Hereinafter, steps S302, S304, and S306 described above are repeated until the traffic demand on the right turn exclusive lane 2.2 is completed in step S304 or the maximum lighting time Tmax has elapsed in step S306.

  When the traffic demand for right turn dedicated lane 2.2 is complete (YES in step S304), or when maximum lighting time Tmax has elapsed (YES in step S306), control unit 100 Turns off the right turn arrow (step S308).

  FIG. 11 is a time chart in control unit 100 according to the third embodiment of the present invention. In FIG. 11, the detection units 200.1 and 200.2 are “detection unit 1” and “detection unit 2”, respectively, and the traffic demands of the right turn lane 2.1 and the right turn lane 2.2 are respectively “traffic” Demand 1 ”and“ Traffic demand 2 ”.

  Referring to FIG. 11, control unit 100 determines that the traffic demand for right turn exclusive lane 2.1 is completed after the state where vehicle is not detected by detection unit 200.1 continues for subsequent determination time Td. Similarly, the control unit 100 determines that the traffic demand on the right-turn exclusive lane 2.2 is completed after the detection unit 200.2 does not detect the vehicle continues for the subsequent determination time Td.

  Thereafter, the control unit 100 turns off the right turn arrow after determining that the traffic demand on both the right turn dedicated lanes 2.1 and 2.2 has been completed.

  FIG. 12 is a time chart comparing the demand determination means for each lane according to the third embodiment of the present invention and the demand determination means for regarding a plurality of right-turn dedicated lanes as a single right-turn dedicated lane. In FIG. 12, the detection units 200.1 and 200.2 are referred to as “detection unit 1” and “detection unit 2”, respectively.

  FIG. 12 (a) shows a case of demand determining means for each lane according to the third embodiment.

  FIG. 12B shows a case of demand determination means that regards a plurality of right turn dedicated lanes as a single lane.

  Referring to FIG. 12 (a), control unit 100 determines that the traffic demand on right-turn exclusive lane 2.1 has been completed after a state in which no vehicle is detected by detection unit 200.1 continues for subsequent determination time Td. . Furthermore, even if the control unit 100 detects a passing vehicle after determining that the traffic demand has been completed, the control unit 100 does not determine the traffic demand again within the same cycle.

  On the other hand, referring to FIG. 12B, since control unit 100 obtains the vehicle detection result by the logical sum of detection units 200.1 and 200.2, both detection units 200.1 and 200.2 If the state in which no vehicle is detected does not continue for the subsequent determination time Td, it cannot be determined that the traffic demand has been completed. That is, if it is less than the subsequent determination time Td after the detection unit 200.2 no longer detects the vehicle until the detection unit 200.1 detects the vehicle, the control unit 100 determines the actual traffic demand in each lane. Even if is completed, the lighting of the right turn arrow is unnecessarily extended.

  Therefore, the right turn arrow lighting time Tb shown in FIG. 12B can be optimized to the right turn arrow lighting time Ta shown in FIG. 12A by using the demand determination means for each lane according to the third embodiment.

  The detection units 200.1 and 200.2 in the third embodiment are constituted by ultrasonic sensors. However, infrared sensors, optical sensors, and loop coil sensors that can spot-monitor a predetermined section of a traffic route. Any of them can be similarly realized.

  Further, an image sensor may be used for the detection unit in the third embodiment. In this case, it can be similarly realized by performing image processing so that the presence or absence of a passing vehicle can be detected for each lane, or by providing a plurality of image sensors.

  According to the third embodiment, since traffic demand is determined independently for each lane in a plurality of right-turn exclusive lanes, the presence / absence of traffic demand can be accurately determined as compared with a case where a plurality of right-turn exclusive lanes are determined collectively. I can judge. Therefore, useless extension due to misjudgment can be avoided and the lighting time of the right turn arrow can be further optimized.

  In Embodiments 1 to 3, the case of optimizing the blue display time for one traffic route has been described. However, the same processing is performed to display the blue color for two or more traffic routes at the same intersection. Needless to say, this time can be optimized.

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

It is a schematic block diagram of the intersection according to Embodiment 1 of this invention. It is a schematic block diagram of the traffic signal according to Embodiment 1 of the present invention. It is an external view of the detection part according to Embodiment 1 of this invention. It is a flowchart of the demand judgment means according to Embodiment 1 of this invention. It is a flowchart of the blue display time determination means according to Embodiment 1 of this invention. It is a time chart in the control part according to Embodiment 1 of this invention. It is a time chart of each signal lamp device of the intersection according to Embodiment 1 of this invention. It is an external view of the detection part according to Embodiment 2 of this invention. It is a schematic block diagram of the intersection according to Embodiment 3 of this invention. It is a flowchart of the blue display time determination means according to Embodiment 3 of this invention. It is a time chart in the control part according to Embodiment 3 of this invention. It is the time chart which compared the demand judgment means according to lane according to Embodiment 3 of this invention with the demand judgment means which regards several right turn exclusive lanes as a single right turn exclusive lane.

Explanation of symbols

  1 main line, 2, 2.1, 2.2 right turn exclusive lane, 3 oncoming lane, 4 horizontal line (right line), 5 horizontal line (left line), 10 traffic signal control device, 20, 30, 40, 50 signal lamp, 25 Right turn arrow signal light, 100 control unit, 200,300 detection unit, T cycle, Ta, Tb Right turn arrow lighting time, Td subsequent determination time, Tmax maximum lighting time, Tmin minimum lighting time.

Claims (7)

A control unit for controlling the blinking of the signal lamp installed at the intersection;
A vehicle that passes through each of the plurality of lanes of the intersection, and a detection unit that detects each lane,
The controller is
Demand determining means for determining whether there is a traffic demand for each of the lanes given a blue display based on the detection result in the corresponding lane of the detection unit;
If the traffic demand exists in any of the lanes given the blue indication, the traffic demand is extended in all lanes given the blue indication while extending the blue indication. A blue display time determining means for canceling the extension of the blue display when it no longer exists,
Once the demand determination means determines that there is no traffic demand in each lane, the demand determination means maintains the determination result that the traffic demand does not exist in the lane without depending on subsequent vehicle detection results in the lane. A traffic signal control device.   2. The traffic signal control device according to claim 1, wherein the demand determination unit determines that the traffic demand does not exist when a vehicle-free state continues for a predetermined time or more in each lane.   Even if the traffic demand exists in any of the lanes to which the blue display is given, the blue display time determining means is predetermined according to an external command or a predetermined value. The traffic signal control device according to claim 1, wherein the extension of the blue display is terminated at a time of ≦.   The traffic signal control device according to claim 1, wherein the plurality of lanes include a right-turn exclusive lane.   The detection unit according to any one of claims 1 to 4, including any one of an ultrasonic sensor, an infrared sensor, an optical sensor, and a loop coil sensor configured to spot-monitor the lane. The traffic signal control apparatus as described.   The traffic signal control apparatus according to claim 1, wherein the detection unit includes an image sensor configured to monitor over a predetermined section of the lane. A control device for controlling blinking of a signal lamp installed at an intersection,
An acquisition means for acquiring a detection result obtained by detecting a vehicle passing through each of the plurality of lanes of the intersection by lane;
Demand determining means for determining whether there is a traffic demand for each of the lanes given a blue display based on the detection result in each of the lanes;
If the traffic demand exists in any of the lanes given the blue indication, the traffic demand is extended in all lanes given the blue indication while extending the blue indication. A blue display time determining means for canceling the extension of the blue display when it no longer exists,
Once the demand determination means determines that there is no traffic demand in each lane, the demand determination means maintains the determination result that the traffic demand does not exist in the lane without depending on subsequent vehicle detection results in the lane. Control device.

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