JP7070458B2 - Dilemma-sensitive control device, dilemma-sensitive control method, and dilemma-sensitive control program - Google Patents

Description

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

Conventionally, one of the sensitive controls for switching the light color of a signal lamp installed at an intersection is called a dilemma sensitive control (see, for example, Patent Document 1 and the like).
(1) In dilemma-sensitive control, a 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 green signal to the yellow signal is set.
(3) The dilemma-sensitive control is set this time based on the determination result of determining 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 for each vehicle. At the temporary switching timing, it is determined whether or not the signal lamp is switched from the green 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 green signal to the yellow signal is temporarily set this time. The timing is updated from the switching timing to a timing delayed by a certain time (for example, 100 msec), and the determination related to the above (3) is performed again.
(5) In the dilemma-sensitive control, the signal lamp is switched from the green signal to the yellow signal when the temporary switching timing determined to switch the signal lamp from the green signal to the yellow signal is reached.

The dilemma zone is an area where when a traffic light switches to a yellow light, the vehicle cannot safely stop at the stop line in front of the intersection and cannot pass through the intersection until it switches to a red light. Is. Further, as is clear from the above description, the dilemma-sensitive control controls the timing of switching the signal lamp from the green signal to the yellow signal according to the traveling state of the vehicle on the inflow road. Further, Patent Document 1 describes that since the deceleration characteristic of braking differs depending on the type of vehicle (large vehicle, ordinary vehicle), the deceleration according to the vehicle is used in setting the dilemma zone. There is.

Japanese Patent No. 5589449

However, a large vehicle has a longer time (starting acceleration time) from a stopped state to reaching a specific speed (for example, 40 km / H) than a normal vehicle. In addition, the driver of an ordinary vehicle that has stopped continuously in a large vehicle cannot see the signal lamp installed at the intersection because the large vehicle becomes an obstacle. Due to these factors, if the leading vehicle that stopped before the intersection is a large vehicle, the leading vehicle that stopped before the intersection for a while after the traffic light turned green in the next cycle The traffic flow at intersections is lower than that of ordinary cars.

The dilemma-sensitive control described in Patent Document 1 and the like cannot suppress this decrease in traffic flow.

An object of the present invention is to provide a technique capable of suppressing a decrease in traffic flow when a vehicle group stopped at a red light or the like is started.

The dilemma-sensitive control device of the present invention is configured as shown below in order to achieve the above object.

The vehicle detection data acquisition unit acquires vehicle detection data including the type, position, and speed classified by the start acceleration time for each vehicle traveling on the inflow route to the intersection. The start acceleration time is the time required to reach a specific speed (for example, 40 km / H) from the stopped state, and generally, a large vehicle is longer than a normal vehicle. Therefore, the type of vehicle can be classified by the size of the vehicle.

The temporary switching timing setting unit sets the temporary switching timing, which is a candidate for the temporary switching timing. The prediction unit predicts the position at the temporary switching timing set by the temporary switching timing setting unit and the dilemma zone for each vehicle traveling on the inflow path, using the vehicle detection data of the vehicle.

Then, the first determination unit determines whether or not the position predicted by the prediction unit is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path. Further, when the second determination unit switches the green signal for the vehicle flowing into the intersection from the inflow path to the yellow signal at the temporary switching timing set by the temporary switching timing setting unit, the second determination unit determines the leading vehicle to stop before the intersection. Then, the determination unit determines the switching timing for switching the green signal for the vehicle flowing into the intersection from the inflow path to the yellow signal based on the determination result of the first determination unit and the determination result of the second determination unit.

According to this configuration, the second determination unit determines, at each temporary switching timing, the leading vehicle that stops before the intersection when the signal lamp is switched from the green signal to the yellow signal at the temporary switching timing. .. Therefore, the leading vehicle determined by the second determination unit has the remaining temporary switching timing excluding the provisional switching timing, which is a type having a long start acceleration time (that is, the leading vehicle determined by the second determination unit has started acceleration. By setting the switching timing from the provisional switching timing (temporary switching timing that is not a type with a long time), it is possible to prevent the leading vehicle from becoming a large vehicle 100b.

As a result, it is possible to suppress a decrease in traffic flow when the vehicle group stopped at a red light or the like starts.

Further, the determination unit compares the number of vehicles determined to be located in the dilemma zone by the first determination unit during the provisional switching timing in which the type of the leading vehicle determined by the second determination unit is not a predetermined type. Then, the temporary switching timing with the smallest number of units may be determined as the switching timing.

Further, it is provided with a rear-end collision risk estimation unit that estimates whether or not there is a risk of a rear-end collision following the leading vehicle determined by the second determination unit colliding with the leading vehicle using vehicle detection data of the following vehicle. The determination unit may be configured so that the temporary switching timing, which is determined by the rear-end collision risk estimation unit to have a risk of the following vehicle colliding with the leading vehicle, is not determined as the switching timing. With this configuration, it is possible to suppress the occurrence of a rear-end collision accident in which a subsequent large vehicle collides with a vehicle stopped in front of an intersection.

In addition, the prediction unit predicts each vehicle traveling on the inflow path based on the travel locus of the vehicle obtained from a plurality of vehicle detection data repeatedly acquired by the vehicle detection data acquisition unit over time. The speed change of the vehicle in the inflow path may be used to predict the position at the temporary switching timing with respect to the vehicle and the dilemma zone. With this configuration, it is possible to predict the dilemma zone and position of the vehicle traveling on the inflow path while suppressing the influence of the speed change of the vehicle.

According to the present invention, it is possible to suppress a decrease in traffic flow when a vehicle group stopped at a red light or the like is started.

It is a schematic diagram which shows the intersection which applied the signal control system which concerns on this example. It is a figure explaining the dilemma zone. It is a block diagram which shows the structure of the main part of the signal control device which concerns on this example. It is a block diagram which shows the structure of the main part of the dilemma sensitive control device which concerns on this example. It is a flowchart which shows the operation of the radio wave radar device which concerns on this example. It is a figure which shows the tracking data which concerns on this example. It is a flowchart which shows the operation of the dilemma sensitive control device which concerns on this example. It is a flowchart which shows the number counting process which concerns on s13. It is a block diagram which shows the structure of the main part of the dilemma-sensitive control device which concerns on a modification. It is a flowchart which shows the operation of the dilemma-sensitive control device which concerns on a modification. It is a flowchart which shows the rear-end collision risk estimation process of the dilemma-sensitive control device which concerns on 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 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, the inflow path in which the traveling direction of the vehicle 100 (100a, 100b) is in the left-right direction is the main road, and the inflow path in which the traveling direction of the vehicle 100 is in the vertical direction is the secondary road.

In this example, 100a is an ordinary vehicle and 100b is a large vehicle. The large vehicle 100b has a longer start acceleration time (time from a stopped state to reaching a specific speed (for example, 40 km / H)) than the ordinary vehicle 100a. Further, the large vehicle 100b has a smaller deceleration characteristic, which is a braking characteristic, than the ordinary vehicle 100a. In this example, the vehicle length (total length) of the large vehicle 100b is set to 10 m, and the vehicle length of the ordinary vehicle 100a is set to 5 m. Further, the deceleration of the large vehicle 100b is set to d1 (1.8 m / s ² in this example), and the deceleration of the ordinary vehicle 100a is set to d2 (3.0 m / s ² in this example). Further, in this example, there are two types of the vehicle 100, the ordinary vehicle 100a and the large vehicle 100b.

Further, at least one signal lamp 3 is installed for each inflow path at the intersection (at least four signal lamps 3 are installed at the intersection in this example). The signal lamp 3 is a known signal lamp for a vehicle having a signal lamp having a blue lamp color, a signal lamp having a yellow lamp color, and a signal lamp having a red lamp color. Here, the signal lamp 3a is installed for the inflow path on the main road side, and the signal lamp 3b is installed for the inflow path on the secondary road side. In FIG. 1, one signal lamp 3 is illustrated in an intersection for the sake of simplicity. Further, in FIG. 1, the signal lamp 3 (3a, 3b) shown outside the intersection shows the signal lamp 3 installed for each inflow path of the intersection at a position outside the intersection for convenience. It is a thing. In the following description, when the signal lamps 3a and 3b are not distinguished, they are referred to as signal lamps 3.

The signal control device 1 controls the lighting / extinguishing 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 turning on the signal lamp of the signal lamp 3 in the order of blue, yellow, and red. The signal control device 1 controls the lighting color of the lighting signal lamp to be the same for the signal lamp 3a installed for the two inflow paths on the main road side. The signal control device 1 controls the lighting color of the lighting signal lamp to be the same for the signal lamp 3b installed for the two inflow paths on the secondary road side.

As is well known, in the signal lamp 3 installed for one of the inflow paths on the main road side or the secondary road side, the signal lamp 1 is lit in blue or yellow. At this time, in the signal lamp 3 installed for the other inflow path, the light color of the signal lamp to be lit is changed to red. The green light is when the signal light whose light color is blue is lit, the yellow signal is when the signal light whose light color is yellow is lit, and the red light is when the light color is red. It is when the signal light is lit.

In the signal control system according to this example, the signal lamp 3a installed on the main road side is switched from the green signal to the yellow signal by dilemma-sensitive control, and is installed on the secondary road side. For the signal lamp 3b, switching from the green 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 to switch the signal lamp 3a installed for the inflow path on the main road side from the green signal to the yellow signal. This dilemma-sensitive control device 2 acquires tracking data of a vehicle 100 traveling on the inflow path for each of the two inflow paths on the main road side from the radio wave radar device 5 (5a, 5b), and obtains tracking data on the main road side. For the signal lamp 3a installed for the inflow path, the switching timing for switching from the green signal to the yellow signal is determined.

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

The radio wave radar device 5 uses radio waves as exploration waves and scans the vehicle detection area 10 (10a, 10b) with the exploration waves 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 the vehicle detection area 10a surrounded by the broken line shown in FIG. 1, and the vehicle detection area of the radio wave radar device 5b is the vehicle detection area 10b surrounded by the broken line shown in FIG.

In this example, the radio wave radar device 5 scans the vehicle detection area 10 10 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 intervals of 100 msec. The radio wave radar device 5 associates the vehicle 100 detected in the continuous scanning of the vehicle detection area 10 with the tracking data of the vehicle 100 traveling in the vehicle detection area 10 (change in position with the passage of time). , Speed change, etc.). Each time the radio wave radar device 5 scans the vehicle detection area 10, the radio wave radar device 5 outputs the detection data (corresponding to the vehicle detection data referred to in the present invention) related to the detected vehicle 100 to the dilemma sensitive control device 2. The detection data is data in which the ID of the vehicle 100, the type of the vehicle 100, the detection position of the vehicle 100, and the detection speed of the vehicle 100 are associated with each of the detected vehicles 100. The type of the vehicle 100 is an ordinary vehicle or a large vehicle, and is determined from the size of the 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 as the detection time of the input detection data. However, the detection time of the detection data is set to the time when the radio wave radar device 5 starts scanning the vehicle detection area 10 by the exploration wave, the time when the radio wave radar device 5 finishes scanning the vehicle detection area 10 by the exploration wave, and the like. May be good. The dilemma-sensitive control device 2 classifies and aggregates the detection data input from the radio wave radar device 5 by the vehicle ID. 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.

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 is based on the change in the position of the vehicle 100 included in the detection data. You can get the speed of.

When the dilemma-sensitive control device 2 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 said temporary switching timing is set for each vehicle 100 traveling in the vehicle detection area 10. Set the dilemma zone of the vehicle 100. As is well known, in the dilemma zone, when the traffic light 3a is switched to the yellow light, the vehicle 100 cannot safely stop at the stop line in front of the intersection, and the intersection is before the signal is switched to the red light. It is an area that cannot pass through. Specifically, as shown in FIG. 2, the dilemma zone has a distance from the stop line in front of the intersection in the range of 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 required from when the traffic light changes to yellow until the brake starts to work according to the driver's braking operation.
d is the deceleration, which is the braking characteristic of the vehicle 100, and is
Y is the time of the yellow traffic light.
As is clear from the above description, the dilemma zone of the vehicle 100 changes depending on the speed V of the vehicle 100 and the deceleration d at the time when the yellow traffic light changes. Further, the position of the stop line in front of the intersection is registered in the dilemma-sensitive control device 2. Therefore, the dilemma-sensitive control device 2 can obtain the distance L to the stop line in front of the intersection for the vehicle 100 by using the position of the vehicle 100 detected by the radio wave radar device 5.

The dilemma zone also changes depending on τ and Y in the above equation, but for the sake of simplicity, these are assumed to be fixed values. Further, as described above, the deceleration d1 of the large vehicle 100b is smaller than the deceleration d2 of the ordinary vehicle 100a. Therefore, when traveling at the same speed V, the large vehicle 100b travels in the dilemma zone. It gets longer in the direction.

The dilemma-sensitive control device 2 predicts the speed of the vehicle 100 and the position of the vehicle 100 at the set temporary switching timing for each vehicle 100 traveling in the vehicle detection area 10 by using the tracking data of the vehicle 100. do. The dilemma-sensitive control device 2 sets the dilemma zone of the vehicle 100 for each vehicle 100 by using the speed at the temporary switching timing predicted for the vehicle 100. As described above, the dilemma-sensitive control device 2 considers the speed change in the vehicle detection area 10 (inflow path) of the vehicle 100 in consideration of the dilemma zone of the vehicle 100 and the position of the vehicle 100 at the set temporary switching timing. Predict. Therefore, it is possible to suppress the influence of the speed change of the vehicle 100 in the vehicle detection area 10 and predict the dilemma zone of the vehicle 100 and the position of the vehicle 100.

The dilemma-sensitive control device 2 determines whether or not to switch the signal lamp 3 on the main road side from the green signal to the yellow signal at the set temporary switching timing based on the first determination result and the second determination result. The first determination result is whether or not the vehicle 100 is located in the dilemma zone predicted for the vehicle 100 for each vehicle 100 traveling on the main road toward the intersection at the set temporary switching timing. It is a judgment. The second determination result determines the leading vehicle 100 that stops before the intersection when the signal lamp 3a is switched to the yellow signal at the set temporary switching timing.

The dilemma-sensitive control device 2 according to this example determines a temporary switching timing in which the leading vehicle 100 that stops before the intersection is not the large vehicle 100b as the switching timing. As a result, the dilemma-sensitive control device 2 can suppress a decrease in traffic flow when the vehicle group stopped at a red light or the like starts.

<2. Configuration example>
FIG. 3 is a block diagram showing a configuration of a 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 signal control device 1 main body. Further, the control unit 11 has a signal control parameter storage unit 11a and a lighting control signal generation unit 11b. The details of the signal control parameter storage unit 11a and the lighting control signal generation unit 11b possessed by 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 signal control parameters transmitted from the control center and the like. The signal control parameters indicate the cycle, split, and offset of the signal lamp 3 installed at the intersection. Since the signal control parameters are well known, the description thereof will be omitted 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-sensitive control device 2 the time zone in which the signal lamp 3a on the main road side is switched from the green signal to the yellow signal by the dilemma-sensitive control for each cycle of the signal lamp 3 as the sensitive control time. The start time of the sensitive control time is the time when the signal lamp 3a on the main road side 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 a time when the maximum blue extension time (for example, 3 seconds, 5 seconds, etc.) set from the start time has elapsed. Further, the input / output unit 13 is input with a switching timing indicating the time when the dilemma-sensitive control device 2 switches the signal lamp 3a on the main road side from the green signal to the yellow signal.

The lighting control signal output unit 14 outputs a lighting control signal instructing each signal lamp 3 installed at the intersection to indicate a signal lamp having a lighting color.

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

The lighting control signal generation unit 11b generates a lighting control signal instructing each signal lamp 3 installed at the intersection to indicate a signal lamp having 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 green signal to a yellow signal according to the switching timing input from the dilemma-sensitive control device 2, and other (for example, subordinate). A lighting control signal that switches the road side signal lamp 3b from a green signal to a yellow signal, a lighting control signal that switches the main road side signal lamp 3a from a red signal to a green signal, and a lighting that switches the secondary road side signal lamp 3b from a red signal to a green signal. The control signal and the like) are generated according to the signal control parameters stored in the signal control parameter storage unit 11a.

The control unit 11 of the signal control device 1 is composed of a hardware CPU, a memory, and other electronic circuits. The hardware CPU functions as a lighting control signal generation unit 11b when the signal control device 1 executes a signal control program. Further, the memory has a storage area used as a signal control parameter storage unit 11a for storing signal control parameters. Further, the memory has an area for expanding 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 a configuration of a 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 dilemma-sensitive control device 2. Further, the control unit 21 has a tracking data storage unit 31, a temporary switching timing setting unit 32, a prediction unit 33, a first determination unit 34, a second determination unit 35, and a determination unit 36. The details of the tracking data storage unit 31, the temporary switching timing setting unit 32, the prediction unit 33, the first determination unit 34, the second determination unit 35, and the determination unit 36 of the control unit 21 will be described later.

Detection data is input from the radio wave radar device 5 to the detection data input unit 22. As described above, the radio wave radar device 5 scans the vehicle detection area 10 with the exploration wave, and for each vehicle 100 detected by this scan, the ID of the vehicle 100, the type of the vehicle 100, and the vehicle. The detection data associated with the position of 100 and the speed of the vehicle 100 is output to the dilemma sensitive 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 when the signal lamp 3a on the main road side is switched from the green signal to the yellow signal. Further, in the input / output unit 23, the sensitivity control time in each cycle of the signal lamp 3 is input from the signal control device 1.

Next, the tracking data storage unit 31, the temporary switching timing setting unit 32, the prediction unit 33, the first determination unit 34, the second determination unit 35, and the determination unit 36 of 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 according to the vehicle 100. Therefore, the tracking data storage unit 31 corresponds to the ID of the vehicle 100, the type (ordinary vehicle or large vehicle) classified by size, the position at each detection time, and the speed for each vehicle 100. The attached tracking data is stored. This tracking data shows the traveling locus of the vehicle 100 and the speed change in the inflow path 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 temporary switching timing is a timing for determining whether or not to switch the signal lamp 3a on the main road side from the green signal to the yellow signal by 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 predetermined fixed time intervals (for example, 100 msec intervals). Further, the temporary switching timing setting unit 32 sets the temporary switching timing, which is the latest in time, to a temporary switching timing that is before the end time of the sensitive control time input from the signal control device 1 and is closest to 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 running 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. Further, the prediction unit 33 sets the dilemma zone at the set temporary switching timing for each vehicle 100 by using the speed predicted for the vehicle 100. In this example, a predetermined fixed value is used for the above-mentioned τ used for setting the dilemma zone. Further, for the deceleration d, a value (d1 or d2) determined according to the type of the vehicle 100 is used.

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

The second determination unit 35 sets the signal lamp 3a on the main road side from the green light to yellow at the temporary switching timing based on the position of the vehicle 100 at the temporary switching timing predicted by the prediction unit 33 for each vehicle 100. When the signal is switched to, the leading vehicle 100 that stops before the intersection is determined. The determination result of the second determination unit 35 is the second determination result.

The determination unit 36 determines the switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal by using the first determination result and the second determination result.

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 a temporary switching timing setting unit 32, a prediction unit 33, a first determination unit 34, a second determination unit 35, and a determination unit 36. 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. Further, the memory 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. Further, the hardware CPU is a computer that executes the dilemma-sensitive control method according to the present invention.

<3. Operation example>
Next, the operation 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. When the scanning timing of the vehicle detection area 10 comes (s1), the radio wave radar device 5 scans the vehicle detection area 10 with the exploration wave and detects the reflected wave to travel on the inflow path on the main road side. A detection process for 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 exploration wave) and the frequency of the reflected wave for each irradiation direction of the exploration wave, and the object (vehicle) that reflects the exploration wave. 100, road surface, etc.) position, the size of this object, and the velocity of this object are detected.

When the detection process for s2 is completed, the radio wave radar device 5 includes 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. , Are associated with each other (s3). The associative process for s3 is performed using the size, position, and speed of the vehicle 100. The radio wave radar device 5 assigns an ID assigned to the associated vehicle 100 to the vehicle 100 (vehicle 100 detected in this scan) that could be associated with the vehicle 100 detected in the previous scan. On the other hand, the radio wave radar device 5 generates and assigns a new ID to the vehicle 100 (vehicle 100 detected in this scan) that could not be associated with the vehicle 100 detected in the previous scan. Further, for the vehicle 100 for which the ID is generated this time, it is determined from the size of the detected vehicle 100 whether it is a normal vehicle 100a or a large vehicle 100b, and the determination result is associated with the ID.

The radio wave radar device 5 generates detection data associated with an ID, type, position, and speed for each vehicle 100 detected in this scan, and outputs the detection data generated here to the dilemma-sensitive control device 2. (S4), return to s1.

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

The dilemma-sensitive control device 2 classifies and aggregates the detection data input from the radio wave radar device 5 by the vehicle ID. As a result, the dilemma-sensitive control device 2 can acquire the type and 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 certain vehicle. As shown in FIG. 6, the tracking data is data in which the ID for identifying the vehicle 100, the type of the vehicle 100, and the speed and the position of the vehicle 100 are associated with 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 position of the stop line in front of the registered intersection and the position of the vehicle 100 detected by the radio wave radar device 5. 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 by 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). This determination start timing is slightly earlier than the start time of the sensitive control time input from the signal control device 1 (the timing is about 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 in 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 at the set temporary switching timing (s13).

FIG. 8 is a flowchart showing the number counting process for s13. The dilemma-sensitive control device 2 resets the number counter (s31). This number counter uses the storage area of the memory of the control unit 21. The prediction unit 33 selects the target vehicle (s32). The prediction unit 33 is the latest scan of the vehicle 100 traveling on the inflow path to the intersection detected by the latest scan of the vehicle detection area 10a by the radio wave radar device 5a, and the latest scan of the vehicle detection area 10b by the radio wave radar device 5b. The target vehicle is selected from the vehicles 100 traveling on the inflow path to the detected intersection.

The prediction unit 33 predicts the speed and position of the target vehicle selected in s32 at the provisional switching timing set this time by using the tracking data of the vehicle 100 (s33). In s33, based on the speed change of the vehicle 100 obtained from the tracking data, the signal lamp 3a on the main road side does not change from the green light to the yellow light (provided that the green light is continued). Predict the change in speed until the vehicle 100 reaches the front of the intersection. 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 and acquires 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 for the vehicle 100 by the prediction unit 33 is the prediction result of the speed change until the vehicle 100 reaches the front of the intersection.

The method of predicting the speed change of the vehicle 100 until reaching the front of the intersection in the prediction unit 33 is not limited to the above-mentioned method of obtaining the n-dimensional time function, and may be performed by another method.

The prediction unit 33 acquires the speed of the vehicle 100 at the provisional switching timing set this time from this prediction result. Further, the prediction unit 33 predicts the position of the vehicle 100 by using the speed change up to the temporary switching timing set this time.

The prediction unit 33 sets a dilemma zone for the target vehicle selected in s32 (s34). In setting the dilemma zone in s34, the deceleration d according to the type of the target vehicle is used. The first determination unit 34 determines whether or not the position of the vehicle 100 predicted in s33 is within the dilemma zone set for the vehicle 100 in s34 (s35). When the first determination unit 34 determines in s35 that the position of the vehicle 100 is within the dilemma zone, the number counter is incremented (1 count up) (s36). When the dilemma-sensitive control device 2 determines in s35 that the position of the vehicle 100 is within the dilemma zone, or when the number counter is incremented in s36, the dilemma-sensitive control device 2 determines the presence / absence of the unprocessed vehicle 100 (s37). In s37, the vehicle 100 traveling on the inflow path to the intersection detected by the latest scan of the vehicle detection area 10a by the radio wave radar device 5a, and the vehicle detection area 10b detected by the radio wave radar device 5b are detected by the latest scan. It is determined whether or not there is a vehicle 100 that has not executed the processes related to the above s32 to s36 among the vehicles 100 traveling on the inflow road to the intersection.

When the dilemma-sensitive control device 2 determines that there is an unprocessed vehicle 100 in s37, it returns to s32 and repeats the above processing. When the dilemma-sensitive control device 2 determines in s37 that there is no unprocessed vehicle 100, the dilemma-sensitive control device 2 ends this number counting process.

Returning to FIG. 7, the dilemma-sensitive control device 2 determines the leading vehicle 100 to stop before the intersection when the signal lamp 3a is switched from the green signal to the yellow signal at the temporary switching timing set this time (s14). In this example, the leading vehicle 100 on the inflow road entering the intersection from the left side in FIG. 1 and the leading vehicle 100 on the inflow road entering the intersection from the right side in FIG. 1 are determined. In s14, among the vehicles 100 whose position of the vehicle 100 predicted in s33 is located upstream of the dilemma zone set in s34 for the vehicle 100, the vehicle 100 closest to the intersection is determined to be the leading vehicle 100.

Here, the vehicle 100 located in the dilemma zone and on the downstream side of the dilemma zone does not stop before the intersection when the signal lamp 3a is switched from the green signal to the yellow signal at the temporary switching timing set this time. The leading vehicle 100 is determined to enter the intersection.

The leading vehicle 100 may be determined assuming that the vehicle 100 located in the dilemma zone stops before the intersection, or the dilemma zone is divided into two, an upstream side and a downstream side, and the position is located on the downstream side. The leading vehicle 100 may be determined assuming that the vehicle 100 is not stopped before the difference point but enters the intersection, and the vehicle 100 located on the upstream side stops before the difference point.

The dilemma-sensitive control device 2 determines whether or not all of the leading vehicles 100 determined in s14 are ordinary vehicles 100a (s15). In this example, as described above, since there are two leading vehicles 100 determined by s14, it is determined whether or not these two leading vehicles 100 are both ordinary vehicles 100a. In other words, it is determined whether or not there is a large vehicle 100b among the two leading vehicles 100. When the dilemma-sensitive control device 2 determines in s15 that the large vehicle 100b is among the leading vehicles 100, the dilemma-sensitive control device 2 proceeds to s18, which will be described later. The second determination unit 35 performs the processing related to s14 and s15.

When the dilemma-sensitive control device 2 determines in s15 that all of the leading vehicles 100 are ordinary vehicles 100a, the determination unit 36 determines whether or not the count value of the number counter is 0 (s16). As is clear from the above description, the count value of the number counter is the number of vehicles 100 located in the dilemma zone at the temporary switching timing set this time.

When the determination unit 36 determines in s16 that the count value is not 0, the temporary switching timing set this time is associated with the count value of the number counter and stored in the memory of the control unit 21 (s17). As for the temporary switching timing stored in the memory in s17, all of the leading vehicles 100 determined in s14 are ordinary vehicles 100a, and one or more vehicles 100 are located in the dilemma zone.

The temporary switching timing setting unit 32 sets the timing delayed by the set time (100 msec in this example) from the previously set temporary switching timing to the new temporary switching timing (s18). The prediction unit 33 determines whether or not the temporary switching timing set in s18 is a timing before the end time of the sensitive control time (s19). In s19, it is determined whether or not the temporary switching timing set in s18 is within the sensitive control time. When the prediction unit 33 determines in s19 that it is within the sensitivity control time, the prediction unit 33 repeats the above-mentioned processing after s13.

Further, when the determination unit 36 determines in s16 that the count value is 0, the determination unit 36 determines the temporary switching timing set at that time to be the switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal. (S21). That is, the switching timing determined by s21 is
It is the timing when all of the leading vehicles 100 are ordinary vehicles 100a.
It is the timing when the vehicle 100 located in the dilemma zone does not exist, and
This is the timing closest to the start time of the sensitive control time.

When the dilemma sensitive control device 2 determines in s19 that it is not within the sensitive control time, it determines the switching timing for switching the signal lamp 3a on the main road side from the green signal to the yellow signal based on the processing result of the number counting process. Do (s20). The process related to s20 is the timing when it is determined that all of the leading vehicles 100 are ordinary vehicles 100a and the vehicle 100 located in the dilemma zone does not exist among the plurality of temporary switching timings set within the sensitive control time. Executed if there is no.

The determination unit 36 extracts the temporary switching timing at which the count value is the smallest among the temporary switching timings in which the count value of the number counter is stored in s17. As described above, when all of the leading vehicles 100 are ordinary vehicles 100a, the temporary switching timing and the count value of the number counter are stored in association with each other. Therefore, the population in which the determination unit 36 extracts the temporary switching timing does not include the temporary switching timing in which the large vehicle 100b is included in the leading vehicle 100. In other words, the population from which the determination unit 36 extracts the temporary switching timing is a set of temporary switching timings in which all of the leading vehicles 100 are ordinary vehicles. Further, if there are a plurality of extracted temporary switching timings, the determination unit 36 determines the temporary switching timing that is the earliest in time as the switching timing.

If there is only one extracted temporary switching timing, the determination unit 36 determines the extracted temporary switching timing as the switching timing.

The dilemma-sensitive control device 2 outputs the switching timing determined in s20 or s21 to the signal control device 1. When the switching timing input from the dilemma-sensitive control device 2 comes, the signal control device 1 switches the signal lamp 3a on the main road side from the green signal to the yellow signal.

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

As described above, in the signal control system according to this example, it is possible to prevent the large vehicle 100b from becoming the leading vehicle 100 that stops before the intersection. Therefore, the signal control system according to this example can suppress a decrease in traffic flow when a vehicle group stopped at a red light or the like starts.

Further, 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 inappropriate due to the speed change of the vehicle 100 in the vehicle detection area 10.

Further, when it is determined in s16 described above that the number of vehicles 100 located in the dilemma zone is 0, the temporary 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. Since the processing is terminated, the processing load of the signal control device 1 is not unnecessarily increased. That is, even if the processing related to s16 and s21 shown in FIG. 7 is eliminated, the switching timing for switching the signal lamp 3 on the main road side, which is finally determined by the processing related to s20, from the green signal to the yellow signal is the same. , S16, and s21 are provided, so that the processes related to s13 to s19 are not unnecessarily repeated.

Further, the vehicle detection areas 10a and 10b to be the target of the dilemma-sensitive control may be either one. In this case, it is not necessary to provide the radio wave radar device 5 that scans the other vehicle detection areas 10a and 10b (vehicle detection areas 10a and 10b that are not subject to dilemma-sensitive control) by scanning waves.

Further, the signal lamp 3b on the secondary road side may also be switched from the green signal to the yellow signal by 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 inflow path on the secondary road side and entering the intersection. The switching timing for switching the signal lamp 3b on the secondary 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 lamp 3b on the main road side from the green signal to the yellow signal.

Further, the dilemma zone may be set for each vehicle 100 by setting the speed at the set temporary switching timing to the speed indicated by the latest detection data acquired for the vehicle 100. In this case, the position of the vehicle 100 at the set temporary switching timing is the speed indicated by the latest detection data acquired for the vehicle 100, the position, and the time difference between the detection time and the temporary switching timing of the detection data. It may be calculated using.

Further, in the above example, the type of the vehicle 100 is not limited to two of the ordinary vehicle 100a and the large vehicle 100b, and may be classified into three or more types. In this case, the deceleration d may be determined for each type of vehicle 100. Further, for each type of vehicle 100, it may be set whether or not to allow the vehicle to stop as the leading vehicle 100 before the intersection.

Further, the radio wave radar device 5 may use a laser beam as an exploration wave, scan the vehicle detection area 10 with the laser beam to detect the vehicle 100, and replace it with a laser radar device that tracks the vehicle 100. Further, the radio wave radar device 5 processes the visible light image captured by the vehicle detection area 10, detects the vehicle 100 captured in the visible light image, and replaces it with an image processing device that tracks the vehicle 100. You may.

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 the dilemma sensitive control device 2 side is configured to perform the correspondence. You can do it.

Further, the dilemma-sensitive control device 2 may be integrally configured with the signal control device 1 or may be integrally configured with the radio wave radar device 5.

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

FIG. 9 is a diagram showing a configuration of a main part of a dilemma-sensitive control device of a signal control system according to this modification. In FIG. 9, the same reference numerals are given to the configurations similar to those shown in FIG. The dilemma-sensitive control device 2A according to this modification is different in that the control unit 21 has a rear-end collision risk estimation unit 37.

The signal control device 1, the signal lamp 3, and the radio wave radar device 5 of the signal control system according to this modification have the same configuration as the above example.

The rear-end collision risk estimation unit 37 estimates whether or not there is a risk that the following vehicle 100, which is continuous with the leading vehicle 100 determined by the second determination unit 35 to stop before the intersection, will collide with the leading vehicle 100. .. In this example, the rear-end collision risk estimation unit 37 determines that the type of the leading vehicle 100 determined by the second determination unit 35 to stop before the intersection is a normal vehicle, and the following vehicle 100 is the leading vehicle only. Estimate if there is a risk of a rear-end collision with 100.

FIG. 10 is a flowchart showing the operation of the dilemma-sensitive control device according to this modification. In FIG. 10, the same step numbers are assigned to the same processes as in FIG. 7. Further, the signal control device 1 and the radio wave radar device 5 perform the operations described in the above example.

The dilemma-sensitive control device 2A according to this modification performs the above-mentioned processes of s11 to s15. When the dilemma-sensitive control device 2A determines in s15 that the type of the leading vehicle 100 determined to stop before the intersection is not a normal vehicle, the process proceeds to s18. Further, the dilemma-sensitive control device 2A performs a rear-end collision risk estimation process when it is determined in s15 that the type of the leading vehicle 100 determined to stop before the intersection is a normal vehicle (s41).

FIG. 11 is a flowchart showing the rear-end collision risk estimation process of s41. The rear-end collision risk estimation unit 37 performs a rear-end collision risk estimation process for s41. The rear-end collision risk estimation unit 37 calculates the stoptable position of the following vehicle 100 continuous with the leading vehicle 100 determined to stop before the intersection in s14 (s51). In s51, the prediction unit 33 uses the speed V and the position (distance L1 to the stop line) at the set temporary switching timing predicted for the following vehicle 100, and the position where the following vehicle 100 can stop (stop line). The distance to L0) is calculated. specifically,
L0 = L-τV- (1/2) (V ² / d)
Calculated by
τ is the time required for the brake to start to work in response to the driver's braking operation, and here, a time of about 0.8 seconds is used.

If the position of the following vehicle 100 calculated in s51 is equal to or less than the length of a normal vehicle (for example, 5 m), the rear-end collision risk estimation unit 37 determines that there is a risk of a rear-end collision (s52, s53). Further, the rear-end collision risk estimation unit 37 determines that there is no rear-end collision risk unless the position of the following vehicle 100 calculated in s51 is equal to or less than the length of the ordinary vehicle (s52, s54).

Returning to FIG. 10, the dilemma-sensitive control device 2A proceeds to s16 if it is determined in the rear-end collision risk estimation process of s41 that there is no rear-end collision risk (s41). Further, the dilemma-sensitive control device 2A proceeds to s18 if it is determined in the rear-end collision risk estimation process of s41 that there is a rear-end collision risk (s41).

Therefore, the dilemma-sensitive control device 2A according to this modification switches the signal lamp 3a on the main road side from the green signal to the yellow signal at the temporary switching timing when it is determined that there is a risk that the following vehicle 100 collides with the leading vehicle 100. It can be prevented from being damaged. Therefore, it is possible to suppress the occurrence of a rear-end collision.

Further, the present invention is not limited to the above-described embodiment as it is, and at the implementation stage, the components can be modified and embodied within a range that does not deviate from the gist thereof. In addition, various inventions can be formed by an appropriate combination of the plurality of components disclosed in the above-described embodiment. For example, some components may be removed from all the components shown in the embodiments. Further, the order of each processing step described by using the flowchart may be changed as long as the gist of each processing step is not deviated from the gist at the implementation stage. In addition, components from different embodiments may be combined as appropriate.

Further, the correspondence between the configuration according to the present invention and the configuration according to the above-described embodiment can be described as described in the following appendix.
<Additional Notes>
A determination unit (36) that determines a switching timing for switching a green signal to a yellow signal for a vehicle (100) flowing from an inflow path to an intersection, and a determination unit (36).
A vehicle detection data acquisition unit (22) that acquires vehicle detection data including a type, position, and speed classified by start acceleration time for each vehicle (100) traveling on the inflow path.
The temporary switching timing setting unit (32) for setting the temporary switching timing, which is a candidate for the switching timing, and
For each vehicle (100) traveling on the inflow path, the position at the temporary switching timing set by the temporary switching timing setting unit (32) using the vehicle detection data of the vehicle (100), and the position at the temporary switching timing. The prediction unit (36) that predicts the dilemma zone,
First determination for determining whether the position predicted by the prediction unit (36) is within the dilemma zone predicted for the vehicle (100) for each vehicle (100) traveling on the inflow path. Part (34) and
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set by the temporary switching timing setting unit (32), the leading vehicle (100) stops before the intersection. A second determination unit (35) for determining
The dilemma-sensitive control device (2) determines the switching timing based on the determination result of the first determination unit (34) and the determination result (35) of the second determination unit. ..

1 ... Signal control device 2, 2A ... Dilemma sensitive control device 3 (3a, 3b) ... Signal lamp 5 (5a, 5b) ... Radio radar device 5a ... Radio radar device 5b ... Radio radar device 10 (10a, 10b) ... Vehicle Detection area 11 ... Control unit 11a ... Signal control parameter storage unit 11b ... Lighting control signal generation unit 12 ... Communication unit 13 ... Input / output unit 14 ... Lighting control signal output unit 21 ... Control unit 22 ... Detection data input unit 23 ... Input / output Unit 31 ... Tracking data storage unit 32 ... Temporary switching timing setting unit 33 ... Prediction unit 34 ... First determination unit 35 ... Second determination unit 36 ... Determination unit 37 ... Collision risk estimation unit 100 ... Vehicle 100a ... Ordinary vehicle 100b ... Large car

Claims (9)

A decision unit that determines the switching timing for switching the green signal to the yellow signal for vehicles flowing from the inflow path to the intersection, and
A vehicle detection data acquisition unit that acquires vehicle detection data including the type, position, and speed classified by the start acceleration time for each 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 each vehicle traveling on the inflow path, a prediction unit for predicting a position at the temporary switching timing set by the temporary switching timing setting unit and a dilemma zone using the vehicle detection data of the vehicle, and a prediction unit.
A first determination unit for determining whether or not the position predicted by the prediction unit is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path.
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set by the temporary switching timing setting unit, the second determination for determining the leading vehicle to stop before the intersection. Department and
A rear-end collision risk estimation unit that estimates, using the vehicle detection data of the following vehicle, whether or not there is a risk that a vehicle following the leading vehicle determined by the second determination unit will collide with the leading vehicle. And with
When the determination unit determines the switching timing based on the determination result of the first determination unit and the determination result of the second determination unit, the rear-end collision risk estimation unit determines that the following vehicle is the leading vehicle. A dilemma-sensitive control device that does not determine the temporary switching timing that is determined to have a risk of rear-end collision with the switching timing . The determination unit is included in the temporary switching timing in which the type of the leading vehicle determined by the second determination unit is not a predetermined type from among the plurality of temporary switching timings set by the temporary switching timing setting unit. The dilemma-sensitive control device according to claim 1, wherein the switching timing is determined from the above. The determination unit is determined by the first determination unit to be located in the dilemma zone during the provisional switching timing in which the type of the leading vehicle determined by the second determination unit is not a predetermined type. The dilemma-sensitive control device according to claim 2, wherein the number of vehicles is compared to determine the switching timing. The prediction unit is based on the travel locus of the vehicle obtained from a plurality of vehicle detection data repeatedly acquired by the vehicle detection data acquisition unit over time for each vehicle traveling on the inflow path. The dilemma-sensitive control device according to any one of claims 1 to 3 , wherein the position at the temporary switching timing with respect to the vehicle and the dilemma zone are predicted by using the speed change of the vehicle in the inflow path predicted in 1. .. A decision unit that determines the switching timing for switching the green signal to the yellow signal for vehicles flowing from the inflow path to the intersection, and
A vehicle detection data acquisition unit that acquires vehicle detection data including the type, position, and speed classified by the start acceleration time for each 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 each vehicle traveling on the inflow path, a prediction unit for predicting a position at the temporary switching timing set by the temporary switching timing setting unit and a dilemma zone using the vehicle detection data of the vehicle, and a prediction unit.
A first determination unit for determining whether or not the position predicted by the prediction unit is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path.
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set by the temporary switching timing setting unit, the second determination for determining the leading vehicle to stop before the intersection. With a department,
The determination unit is the temporary switching timing in which the type of the leading vehicle determined by the second determination unit is not a predetermined type, which is extracted from the plurality of temporary switching timings set by the temporary switching timing setting unit. A dilemma-sensitive control device that determines the switching timing by comparing the number of vehicles determined to be located in the dilemma zone by the first determination unit. A decision step for determining the switching timing for switching the green signal to the yellow signal for the vehicle flowing from the inflow path to the intersection, and the decision step.
The temporary switching timing setting step for setting the temporary switching timing, which is a candidate for the switching timing, and
For each vehicle traveling on the inflow path, the vehicle detection data including the type, position, and speed classified by the start acceleration time acquired by the vehicle detection data acquisition unit is used and set in the temporary switching timing setting step. The prediction step for predicting the position at the temporary switching timing and the dilemma zone,
A first determination step for determining whether or not the position predicted in the prediction step is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path.
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set in the temporary switching timing setting step, the second determination for determining the leading vehicle to stop before the intersection. Steps and
A rear-end collision risk estimation step that uses the vehicle detection data of the following vehicle to estimate whether or not the following vehicle following the leading vehicle, which is determined in the second determination step, has a risk of colliding with the leading vehicle. And the computer runs ,
In the determination step, when the switching timing is determined based on the determination result of the first determination step and the determination result of the second determination step, the following vehicle is the leading vehicle in the rear-end collision risk estimation step. A dilemma-sensitive control method, which is a step in which the temporary switching timing determined to have a risk of rear-end collision is not determined as the switching timing . A decision step for determining the switching timing for switching the green signal to the yellow signal for the vehicle flowing from the inflow path to the intersection, and the decision step.
The temporary switching timing setting step for setting the temporary switching timing, which is a candidate for the switching timing, and
For each vehicle traveling on the inflow path, the vehicle detection data including the type, position, and speed classified by the start acceleration time acquired by the vehicle detection data acquisition unit is used and set in the temporary switching timing setting step. The prediction step for predicting the position at the temporary switching timing and the dilemma zone,
A first determination step for determining whether or not the position predicted in the prediction step is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path.
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set in the temporary switching timing setting step, the second determination for determining the leading vehicle to stop before the intersection. Steps and, the computer performs,
The determination step is a temporary switching timing in which the type of the leading vehicle determined in the second determination step is not a predetermined type, which is extracted from the plurality of temporary switching timings set in the temporary switching timing setting step. A dilemma-sensitive control method, which is a step of comparing the number of vehicles determined to be located in the dilemma zone in the first determination step and determining the switching timing. A decision step for determining the switching timing for switching the green signal to the yellow signal for the vehicle flowing from the inflow path to the intersection, and the decision step.
The temporary switching timing setting step for setting the temporary switching timing, which is a candidate for the switching timing, and
For each vehicle traveling on the inflow path, the vehicle detection data including the type, position, and speed classified by the start acceleration time acquired by the vehicle detection data acquisition unit is used and set in the temporary switching timing setting step. The prediction step for predicting the position at the temporary switching timing and the dilemma zone,
A first determination step for determining whether or not the position predicted in the prediction step is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path.
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set in the temporary switching timing setting step, the second determination for determining the leading vehicle to stop before the intersection. Steps and
A rear-end collision risk estimation step that uses the vehicle detection data of the following vehicle to estimate whether or not the following vehicle following the leading vehicle, which is determined in the second determination step, has a risk of colliding with the leading vehicle. And let the computer do it,
In the determination step, when the switching timing is determined based on the determination result of the first determination step and the determination result of the second determination step, the following vehicle is the leading vehicle in the rear-end collision risk estimation step. A dilemma-sensitive control program, which is a step in which the temporary switching timing determined to have a risk of rear-end collision is not determined as the switching timing . A decision step for determining the switching timing for switching the green signal to the yellow signal for the vehicle flowing from the inflow path to the intersection, and the decision step.
The temporary switching timing setting step for setting the temporary switching timing, which is a candidate for the switching timing, and
For each vehicle traveling on the inflow path, the vehicle detection data including the type, position, and speed classified by the start acceleration time acquired by the vehicle detection data acquisition unit is used and set in the temporary switching timing setting step. The prediction step for predicting the position at the temporary switching timing and the dilemma zone,
A first determination step for determining whether or not the position predicted in the prediction step is within the dilemma zone predicted for the vehicle for each vehicle traveling on the inflow path.
When the green signal for the vehicle flowing into the intersection from the inflow path is switched to the yellow signal at the temporary switching timing set in the temporary switching timing setting step, the second determination for determining the leading vehicle to stop before the intersection. Let the computer perform the steps and
The determination step is a temporary switching timing in which the type of the leading vehicle determined in the second determination step is not a predetermined type, which is extracted from the plurality of temporary switching timings set in the temporary switching timing setting step. A dilemma-sensitive control program, which is a step of comparing the number of vehicles determined to be located in the dilemma zone in the first determination step and determining the switching timing.

Images