Intersection control systems, intersection control methods, and computer-readable media

Abstract

This invention provides an intersection control system, an intersection control method, and a computer-readable medium. The intersection control device of this invention controls vehicle entry into an intersection. The intersection control device includes: an intersection environment information acquisition unit that acquires multiple types of intersection environment information; an information conversion unit that encodes each type of intersection environment information into a predetermined length; an intersection control information generation unit that integrates the multiple types of intersection environment information through bitwise operations and generates at least one type of intersection control information; and an intersection control unit that uses the at least one type of intersection control information to control vehicle entry into the intersection.

Description

Technical Field

[0001] This invention relates to an intersection control system, an intersection control method, and a procedure. Background Technology

[0002] Patent Document 1 (Japanese Patent Application Publication No. 2011-159152) discloses a traffic signal control system for controlling multiple traffic lights installed at an intersection. Specifically, multiple vehicle sensors are installed on each of multiple roads connected to the intersection, and a control mode suitable for controlling the multiple traffic lights is selected based on the sensing signals output from the multiple vehicle sensors. Summary of the Invention

[0003] However, when controlling vehicle entry into intersections, the ability to quickly integrate multiple types of information is essential for optimal control. However, quickly integrating multiple types of information is difficult and cannot be adapted to constantly changing circumstances.

[0004] The purpose of this disclosure is to provide a technology that can quickly respond to constantly changing situations when controlling vehicle entry into intersections.

[0005] According to a first aspect of this disclosure, an intersection control system is provided for controlling vehicle entry into an intersection, comprising: an intersection environment information acquisition unit that acquires multiple types of intersection environment information; an information conversion unit that encodes each type of intersection environment information into a predetermined bit length; an intersection control information generation unit that integrates the multiple types of intersection environment information through bit operations to generate at least one type of intersection control information; and an intersection control unit that uses the at least one type of intersection control information to control vehicle entry into the intersection. Based on this structure, when controlling vehicle entry into an intersection, it is able to quickly respond to constantly changing conditions.

[0006] Alternatively, the intersection environment information can be provided in the following manner: the multiple types of intersection environmental information include at least two of the following: intersection entry information indicating the trajectory of vehicles intending to enter the intersection; pedestrian crossing information indicating pedestrians intending to cross the road from among the multiple roads connected to the intersection; local intersection control information currently in use at the intersection; adjacent intersection control information currently in use at the intersection adjacent to the intersection; and congestion information indicating currently congested roads from among the multiple roads connected to the intersection. Based on the above structure, intersection control information can be generated based on various environmental factors surrounding the intersection.

[0007] Alternatively, the at least one intersection control information may include multiple intersection control information items. The intersection control unit selects the intersection control information item with the highest throughput from the multiple intersection control information items and uses the selected intersection control information item to control the vehicles entering the intersection. Based on the above structure, the number of vehicles that can be processed per unit time at the intersection can be effectively ensured.

[0008] Alternatively, the pre-positioning length can be set based on the number of combinations of entry roads leading to the intersection and exit roads exiting the intersection. Based on the above structure, the pre-positioning length is reasonably defined.

[0009] Alternatively, the intersection control unit can send the at least one intersection control information to the vehicle wishing to enter the intersection. Based on the above structure, traffic lights can be omitted.

[0010] According to a second aspect of this disclosure, an intersection control method is provided to control vehicle entry into an intersection. In this method, multiple types of intersection environmental information are acquired. For each type of intersection environmental information, it is encoded into a predetermined bit length. Bitwise operations are used to integrate the multiple types of intersection environmental information to generate at least one type of intersection control information. This at least one intersection control information is then used to control vehicle entry into the intersection. Based on this method, when controlling vehicle entry into an intersection, it is possible to quickly respond to constantly changing conditions.

[0011] A program is provided to enable a computer to perform the above-described intersection control method.

[0012] According to this disclosure, it is possible to quickly respond to constantly changing situations when controlling vehicle entry into intersections.

[0013] The above and other objects, features and advantages of this disclosure will become more fully understood from the detailed description and accompanying drawings given below, which are given by way of illustration only and should not be considered as limiting the disclosure. Attached Figure Description

[0014] Figure 1 A top-down view showing multiple vehicles approaching an intersection.

[0015] Figure 2 This is a functional block diagram of the vehicle.

[0016] Figure 3 This is a functional block diagram of an intersection control device.

[0017] Figure 4 A diagram representing orbital interference information.

[0018] Figure 5 A diagram to represent basic intersection control information.

[0019] Figure 6 A diagram illustrating the tracks corresponding to each bit in a bit array.

[0020] Figure 7 This is a diagram that visualizes the basic intersection control information for No.1.

[0021] Figure 8 This is a diagram that visualizes the basic intersection control information for No. 5.

[0022] Figure 9 This is a diagram that visualizes the basic intersection control information for No. 9.

[0023] Figure 10 This is a diagram that visualizes the basic intersection control information for No. 13.

[0024] Figure 11 This is a diagram that visualizes the basic intersection control information for No. 15.

[0025] Figure 12 This is a diagram that visualizes the basic intersection control information for No. 17.

[0026] Figure 13 A diagram to indicate the lifting of traffic control measures on roads congested with traffic.

[0027] Figure 14 A diagram to indicate the relief of traffic congestion.

[0028] Figure 15This describes the operational procedures for traffic control devices at intersections.

[0029] Figure 16 This describes the operational procedures for traffic control devices at intersections.

[0030] Figure 17 This describes the operational procedures for traffic control devices at intersections.

[0031] Figure 18 This describes the operational procedures for traffic control devices at intersections.

[0032] Figure 19 This describes the operational procedures for traffic control devices at intersections. Detailed Implementation

[0033] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Figure 1 This shows multiple vehicles 2 moving towards intersection 1. That is, in Figure 1 In the middle, multiple vehicles 2 are approaching intersection 1 near intersection 1. In other words, multiple vehicles 2 are scheduled to pass through intersection 1. Figure 1 The intersection 1 shown is a four-way intersection. The road connecting to intersection 1 and extending northward from intersection 1 is called road R1. The road connecting to intersection 1 and extending eastward from intersection 1 is called road R2. The road connecting to intersection 1 and extending southward from intersection 1 is called road R3. The road connecting to intersection 1 and extending westward from intersection 1 is called road R4. Intersection 1 can also be a three-way intersection, a five-way intersection, or a six-way intersection.

[0034] For ease of explanation, vehicle 2 traveling south on road R1 and approaching intersection 1 will be referred to as vehicle 2N. Similarly, vehicle 2 traveling east on road R4 and approaching intersection 1 will be referred to as vehicle 2W. Furthermore, for clarity, it will be assumed that vehicle 2N makes a left turn at intersection 1, and vehicle 2W makes a right turn at intersection 1. All vehicles 2 are driven by automated driving control. However, all vehicles 2 can also be driven by occupants. Figure 1 As shown, an intersection control device 3 is installed near intersection 1. Intersection control device 3 is a specific example of an intersection control system. Intersection control device 3 can be implemented by a single device or by distributed processing using multiple devices. Intersection control device 3 and multiple vehicles 2 are configured to communicate bidirectionally via wireless communication technologies such as Wi-Fi (registered trademark) or Bluetooth (registered trademark), or via the Internet. Furthermore, pedestrians intending to cross road R3 near intersection 1 are referred to as pedestrian P.

[0035] exist Figure 2 The diagram shows the functional block diagram of vehicle 2. For example... Figure 2 As shown, vehicle 2 includes: a CPU 2a (Central Processing Unit), a read-write RAM 2b (Random Access Memory), and a read-only ROM 2c. Vehicle 2 further includes a GPS module 2d (Global Positioning System), a touch panel 2e, and a display 2f. The touch panel 2e and the display 2f are typically integrated in an overlapping manner. Furthermore, the CPU 2a reads and executes the control program stored in the ROM 2c, thereby enabling the CPU 2a and other hardware to function as various functional units.

[0036] Various functional units include: map information storage unit 10, destination information acquisition unit 11, current location information acquisition unit 12, route information generation unit 13, automatic driving control unit 14, vehicle speed information acquisition unit 15, vehicle information transmission unit 16, intersection control information receiving unit 17, and intersection entry permission determination unit 18.

[0037] The map information storage unit 10 stores map information. Map information typically includes node information representing feature points of roads, and link information connecting two nodes and representing the shape of the road. Feature points of roads include intersections.

[0038] The destination information acquisition unit 11 acquires the destination information input via the touch panel 2e.

[0039] The current location information acquisition unit 12 uses the GPS module 2d to obtain the current location information of the vehicle 2. The GPS module 2d is a specific example of a GNSS module (Global Navigation Satellite System). Specific examples of GNSS modules include the GLONASS module, Galileo module, BeiDou module, and QZSS module (Quasi-Zenith Satellite System). The current location information acquisition unit 12 can also infer and obtain the current location information of the vehicle 2 based on the signal strength of the signal received from the wireless base station or the beacon emitted by the wireless base station.

[0040] The route information generation unit 13 refers to the map information stored in the map information storage unit 10, and generates route information from the current location to the destination based on the destination information obtained by the destination information acquisition unit 11 and the current location information obtained by the current location information acquisition unit 12.

[0041] The route information includes multiple track information. Each track information corresponds one-to-one with a specific intersection that vehicle 2 passes through.

[0042] Each track information represents the travel trajectory of vehicle 2 as it passes through the corresponding intersection. Each track information typically includes forward-passage orientation information, indicating the direction vehicle 2 is traveling before passing the intersection, and backward-passage orientation information, indicating the direction vehicle 2 is traveling after passing the intersection. For example, due to... Figure 1 The vehicle 2N shown in the diagram makes a left turn at intersection 1. Therefore, the forward orientation information corresponding to intersection 1 becomes "South" and the rear orientation information becomes "East".

[0043] Instead, the track information can also include pre-crossing road identification information indicating the road traveled by vehicle 2 before crossing intersection 1, and post-crossing road identification information indicating the road traveled by vehicle 2 after crossing intersection 1. For example, due to Figure 1 As shown, vehicle 2N makes a left turn at intersection 1. Therefore, with the road ID of road R1 extending north from intersection 1 being "No.1234" and the road ID of road R2 extending east from intersection 1 being "No.2345", the road identification information before passing through intersection 1 becomes "1234" and the road identification information after passing through intersection 1 becomes "2345".

[0044] The autonomous driving control unit 14 controls the driving of the vehicle 2 based on the path information generated by the path information generation unit 13.

[0045] The vehicle speed information acquisition unit 15 acquires vehicle speed information of the vehicle 2 based on the detection signal from the vehicle speed sensor that detects the vehicle speed of the vehicle 2.

[0046] The vehicle information transmitting unit 16 transmits vehicle information to the intersection control device 3 at predetermined intervals. The vehicle information includes current position information acquired by the current position information acquiring unit 12 and vehicle speed information acquired by the vehicle speed information acquiring unit 15. The predetermined interval means, for example, 1 second, but is not limited to this. The vehicle information further includes track information indicating the track currently approaching the intersection 1.

[0047] The intersection control information receiving unit 17 receives intersection control information from the intersection control device 3. The intersection control information is information indicating the permitted tracks for vehicles 2 at intersection 1, similar to traffic lights installed at intersection 1. Details will be described later.

[0048] The intersection entry permission determination unit 18 determines whether or not an vehicle can enter the intersection 1 based on the intersection control information received by the intersection control information receiving unit 17. The automatic driving control unit 14, based on the determination result made by the intersection entry permission determination unit 18, either allows the vehicle 2 to enter the intersection 1 or allows the vehicle 2 to wait near the intersection 1.

[0049] exist Figure 3 The diagram shows a functional block diagram of the intersection control device 3. Figure 3 As shown, the intersection control device 3 includes: a CPU 3a (Central Processing Unit) as a central processing unit, a RAM 3b (Random Access Memory) for reading and writing, a ROM 3c (Read Only Memory) for reading, and an HDD 3d (Hard Disk Drive). A camera 23 is connected to the intersection control device 3 to monitor the intersection 1 and its surrounding area. Furthermore, the CPU 3a reads and executes a control program stored in the ROM 3c, thereby controlling the CPU 3a and other hardware to function as an intersection environment information acquisition unit 30, an information conversion unit 31, an intersection control information generation unit 32, and an intersection control unit 33.

[0050] HDD3d stores track interference information, basic intersection control information, entry road congestion relief information, exit road congestion relief information, and local intersection control information.

[0051] Track interference information refers to the interference between tracks at intersection 1. "Track A and Track B interfering with each other" means that there is a possibility that vehicle 2 traveling along track A and vehicle 2 traveling along track B may collide within intersection 1. Typically, track A and track B have the potential to interfere with each other within intersection 1 when they intersect at intersection 1, and when they merge at intersection 1.

[0052] exist Figure 4 In the diagram, orbital interferometry information is displayed in a matrix format. For example... Figure 4 As shown, orbital interferometry information can typically be represented as a two-dimensional bit array. Figure 4In this context, "1->2" represents "the track entering intersection 1 from road R1 and exiting onto road R2". Similarly, "3->2" represents "the track entering intersection 1 from road R3 and exiting onto road R2". Since the tracks represented by "1->2" and "3->2" converge at intersection 1, they interfere with each other. In the track interference information, the bit corresponding to the combination of interfering tracks is set to "1", and the bit corresponding to the combination of non-interfering tracks is set to "0". For example... Figure 4 As shown, the orbital interference information is a symmetric matrix.

[0053] The basic intersection control information contains multiple distinct basic intersection control information sets. Each basic intersection control information set indicates whether vehicle 2 is permitted to travel on each track within intersection 1. The multiple tracks permitted in each basic intersection control information set are configured to not interfere with each other. That is, multiple vehicles 2 simultaneously passing through intersection 1 will not collide as long as they follow the same basic intersection control information.

[0054] exist Figure 5 The text displays basic intersection control information. Specifically, it shows... Figure 5 The text shows the control information for several basic intersections specifically designated in No.1 to No.17.

[0055] In this implementation, the control information for each basic intersection consists of a 12-bit bit array. Figure 6 The diagram shows the correspondence between the bits of the basic intersection control information and the tracks. For example... Figure 6 As shown, the first bit of the basic intersection control information corresponds to the track that enters intersection 1 from road R1, makes a left turn at intersection 1, and exits from road R2.

[0056] Similarly, the second digit of the basic intersection control information corresponds to the track that enters intersection 1 from road R1, proceeds straight at intersection 1, and exits from road R3.

[0057] Similarly, the third digit of the basic intersection control information corresponds to the track that enters intersection 1 from road R1, makes a right turn at intersection 1, and exits from road R2.

[0058] Similarly, the fourth position of the basic intersection control information corresponds to the track that enters intersection 1 from road R2, makes a left turn at intersection 1, and exits from road R3.

[0059] Similarly, the fifth digit of the basic intersection control information corresponds to the track that enters intersection 1 from road R2, proceeds straight at intersection 1, and exits from road R4.

[0060] Similarly, the 6th bit of the basic intersection control information corresponds to the track that enters intersection 1 from road R2, makes a right turn at intersection 1, and exits from road R1.

[0061] Similarly, the 7th digit of the basic intersection control information corresponds to the track that enters intersection 1 from road R3, makes a left turn at intersection 1, and exits from road R4.

[0062] Similarly, the 8th bit of the basic intersection control information corresponds to the track that enters intersection 1 from road R3, goes straight at intersection 1, and exits from road R1.

[0063] Similarly, the 9th digit of the basic intersection control information corresponds to the track that enters intersection 1 from road R3, makes a right turn at intersection 1, and exits from road R2.

[0064] Similarly, the 10th bit of the basic intersection control information corresponds to the track from road R4 into intersection 1, making a left turn at intersection 1, and exiting from road R1.

[0065] Similarly, the 11th bit of the basic intersection control information corresponds to the track that enters intersection 1 from road R4, goes straight at intersection 1, and exits from road R2.

[0066] Similarly, the 12th bit of the basic intersection control information corresponds to the track that enters intersection 1 from road R4, makes a right turn at intersection 1, and exits from road R3.

[0067] and Figure 1 The roads R1 to R4 connected by intersection 1 shown are all single-lane roads, with three exit roads for every one entrance road and four entrance roads. Therefore, the number of tracks at intersection 1 is the number of exit roads multiplied by the number of entrance roads. Thus, basic intersection control information can be represented using a 12-bit bit array. When intersection 1 is a three-way intersection with three single-lane roads connected by one road, basic intersection control information can be represented using a 6-bit bit array. When intersection 1 is a five-way intersection with five single-lane roads connected by one road, basic intersection control information can be represented using a 20-bit bit array.

[0068] For example, in basic intersection control information, a value of "1" in the first bit means that travel is permitted along the track represented by "1->2". Conversely, a value of "0" in the first bit means that travel is prohibited along the track represented by "1->2".

[0069] Return to Figure 5 In the basic intersection control information for No.1, bits 7, 10, 11, and 12 are "1", and the other bits are "0". Therefore, as... Figure 7 As shown, the basic intersection control information for No. 1 allows for the following routes: "Entering intersection 1 from road R3 and turning left at intersection 1, exiting onto road R4," "Entering intersection 1 from road R4 and turning left at intersection 1, exiting onto road R1," "Entering intersection 1 from road R4 and proceeding straight at intersection 1, exiting onto road R2," and "Entering intersection 1 from road R4 and turning right at intersection 1, exiting onto road R3." Figure 7 As shown, the four lanes permitted by the basic intersection control information No. 1 do not interfere with each other. Therefore, as long as you drive in accordance with the basic intersection control information No. 1, there will be no collision between vehicles when passing through intersection 1.

[0070] Return to Figure 5 In the basic intersection control information for No. 5, bits 1, 7, 10, and 12 are "1", and the other bits are "0". Therefore, as... Figure 8 As shown, the basic intersection control information in No. 5 allows for the following routes: "Entering intersection 1 from road R1 and making a left turn at intersection 1, exiting onto road R2," "Entering intersection 1 from road R3 and making a left turn at intersection 1, exiting onto road R4," "Entering intersection 1 from road R4 and making a left turn at intersection 1, exiting onto road R1," and "Entering intersection 1 from road R4 and making a right turn at intersection 1, exiting onto road R3." Figure 8 As shown, the four lanes permitted by the basic intersection control information in No. 5 do not interfere with each other. Therefore, as long as you drive in accordance with the basic intersection control information in No. 5, there will be no collision between vehicles when passing through intersection 1.

[0071] Return to Figure 5 In the basic intersection control information for No. 9, bits 1, 4, 5, and 10 are "1", and the other bits are "0". Therefore, as... Figure 9As shown, the basic intersection control information in No. 9 allows for the following routes: "Entering intersection 1 from road R1 and turning left at intersection 1, exiting onto road R2," "Entering intersection 1 from road R2 and turning left at intersection 1, exiting onto road R3," "Entering intersection 1 from road R2 and proceeding straight at intersection 1, exiting onto road R4," and "Entering intersection 1 from road R4 and turning left at intersection 1, exiting onto road R1." Figure 9 As shown, the four lanes permitted by the basic intersection control information in No. 9 do not interfere with each other. Therefore, as long as you drive in accordance with the basic intersection control information in No. 9, there will be no collision between vehicles when passing through intersection 1.

[0072] Return to Figure 5 In the basic intersection control information for No. 13, bits 4, 5, 10, and 11 are "1", and the other bits are "0". Therefore, as... Figure 10 As shown, the basic intersection control information No. 13 allows for the following routes: "Entering intersection 1 from road R2 and turning left at intersection 1, exiting onto road R3," "Entering intersection 1 from road R2 and proceeding straight at intersection 1, exiting onto road R4," "Entering intersection 1 from road R4 and turning left at intersection 1, exiting onto road R1," and "Entering intersection 1 from road R4 and proceeding straight at intersection 1, exiting onto road R2." Figure 10 As shown, the four lanes permitted by the basic intersection control information No. 13 do not interfere with each other. Therefore, as long as you drive in accordance with the basic intersection control information No. 13, there will be no collision between vehicles when passing through intersection 1.

[0073] Return to Figure 5 In the basic intersection control information for No. 15, bits 3, 4, 9, and 10 are "1", and the other bits are "0". Therefore, as... Figure 11 As shown, the basic intersection control information in No. 15 allows for the following routes: "Entering intersection 1 from road R1 and making a right turn at intersection 1, exiting onto road R4," "Entering intersection 1 from road R2 and making a left turn at intersection 1, exiting onto road R3," "Entering intersection 1 from road R3 and making a right turn at intersection 1, exiting onto road R2," and "Entering intersection 1 from road R4 and making a left turn at intersection 1, exiting onto road R1." Figure 11As shown, the four lanes permitted by the basic intersection control information No. 15 do not interfere with each other. Therefore, as long as you drive in accordance with the basic intersection control information No. 15, there will be no collision between vehicles when passing through intersection 1.

[0074] Return to Figure 5 In the basic intersection control information for No. 17, bits 1, 4, 7, and 10 are "1", and the other bits are "0". Therefore, as... Figure 12 As shown, the basic intersection control information in No. 17 allows for the following routes: "Entering intersection 1 from road R1 and making a left turn at intersection 1, exiting onto road R2," "Entering intersection 1 from road R2 and making a left turn at intersection 1, exiting onto road R3," "Entering intersection 1 from road R3 and making a left turn at intersection 1, exiting onto road R4," and "Entering intersection 1 from road R4 and making a left turn at intersection 1, exiting onto road R1." Figure 12 As shown, the four lanes permitted by the basic intersection control information No. 17 do not interfere with each other. Therefore, as long as you drive in accordance with the basic intersection control information No. 17, there will be no collision between vehicles when passing through intersection 1.

[0075] The entry road congestion relief information includes multiple entry road congestion relief messages. Each entry road congestion relief message represents the traffic control information used to relieve congestion on the road that becomes an entry road relative to intersection 1. Figure 13 The text displays information about the easing of traffic congestion restrictions on the access roads. For example... Figure 13 As shown, the congestion relief information for each access road is presented using a 12-bit array, similar to the control information for basic intersections. The correspondence between each bit in the bit array and the track is as follows: Figure 6 As shown.

[0076] The entry road congestion relief information No. 1 is traffic control information used to relieve congestion on entry roads from road R1 to intersection 1. Bits 1, 2, 3, and 10 of the entry road congestion relief information No. 1 are "1", and the other bits are "0". Therefore, the entry road congestion relief information No. 1 allows the following routes: "entering intersection 1 from road R1 and turning left at intersection 1 and exiting onto road R2", "entering intersection 1 from road R1 and going straight at intersection 1 and exiting onto road R3", "entering intersection 1 from road R1 and turning right at intersection 1 and exiting onto road R4", and "entering intersection 1 from road R4 and turning left at intersection 1 and exiting onto road R1". In other words, the entry road congestion relief information No. 1 actively relieves congestion on entry roads from road R1 to intersection 1 by allowing all routes from road R1 to intersection 1. In addition, information on the lifting of traffic congestion restrictions on No. 1's entry road and Figure 5 The basic intersection control information shown for No. 2 is consistent.

[0077] Return to Figure 13 The entry road congestion relief information No. 2 is traffic control information used to relieve congestion on entry roads from road R2 to intersection 1. Bits 1, 4, 5, and 6 of the entry road congestion relief information No. 2 are "1", and the other bits are "0". Therefore, the entry road congestion relief information No. 2 allows the following tracks: "entering intersection 1 from road R1 and turning left at intersection 1 and exiting onto road R2", "entering intersection 1 from road R2 and turning left at intersection 1 and exiting onto road R3", "entering intersection 1 from road R2 and going straight at intersection 1 and exiting onto road R4", and "entering intersection 1 from road R2 and turning right at intersection 1 and exiting onto road R1". In other words, the entry road congestion relief information No. 2 actively relieves congestion on entry roads from road R2 to intersection 1 by allowing all tracks from road R2 to intersection 1. In addition, information on the lifting of traffic congestion restrictions on No. 2 and... Figure 5 The basic intersection control information shown for No. 3 is consistent.

[0078] Return to Figure 13The entry road congestion relief information No. 3 is traffic control information used to relieve congestion on entry roads from road R3 to intersection 1. Bits 4, 7, 8, and 9 of the entry road congestion relief information No. 3 are "1", and the other bits are "0". Therefore, the entry road congestion relief information No. 3 allows the following routes: "entering intersection 1 from road R2 and turning left at intersection 1 and exiting onto road R3", "entering intersection 1 from road R3 and turning left at intersection 1 and exiting onto road R4", "entering intersection 1 from road R3 and going straight at intersection 1 and exiting onto road R1", and "entering intersection 1 from road R3 and turning right at intersection 1 and exiting onto road R2". In other words, the entry road congestion relief information No. 3 actively relieves congestion on entry roads from road R3 to intersection 1 by allowing all routes from road R3 to intersection 1. In addition, information on the lifting of traffic congestion restrictions on No. 3 and... Figure 5 The basic intersection control information shown for No. 4 is consistent.

[0079] Return to Figure 13 The entry road congestion relief information No. 4 is traffic control information used to relieve congestion on entry roads from road R4 to intersection 1. Bits 7, 10, 11, and 12 of the entry road congestion relief information No. 4 are "1", and the other bits are "0". Therefore, the entry road congestion relief information No. 4 allows the following tracks: "entering intersection 1 from road R3 and turning left at intersection 1 and exiting onto road R4", "entering intersection 1 from road R4 and turning left at intersection 1 and exiting onto road R1", "entering intersection 1 from road R4 and going straight at intersection 1 and exiting onto road R2", and "entering intersection 1 from road R4 and turning right at intersection 1 and exiting onto road R3". In other words, the entry road congestion relief information No. 4 actively relieves congestion on entry roads from road R4 to intersection 1 by allowing all tracks from road R4 to intersection 1. In addition, information on the lifting of traffic congestion restrictions on No. 4 and... Figure 5 The basic intersection control information shown for No.1 is consistent.

[0080] The exit road congestion relief information includes multiple exit road congestion relief messages. Each exit road congestion relief message represents information used to relieve congestion on a specific exit road by suppressing exits to that particular exit road. Figure 14 The text displays information about the easing of traffic congestion on the exit road. For example... Figure 14As shown, the congestion relief information for each exit road, like the basic intersection control information, is presented using a 12-bit bit array. The correspondence between each bit in the bit array and the track is as follows: Figure 6 As shown. However, for ease of calculation, when each bit is "1", travel along the corresponding track is prohibited, and when each bit is "0", travel along the corresponding track is allowed.

[0081] The exit road congestion relief information No. 1 is used to relieve congestion on road R1, which becomes an exit road relative to intersection 1. Bits 6, 8, and 10 of the exit road congestion relief information No. 1 are "1", and the other bits are "0". Therefore, the exit road congestion relief information No. 1 prohibits the following routes: "entering intersection 1 from road R2 and turning right at intersection 1 to exit onto road R1", "entering intersection 1 from road R3 and going straight at intersection 1 to exit onto road R1", and "entering intersection 1 from road R4 and turning left at intersection 1 to exit onto road R1". In other words, the exit road congestion relief information No. 1 is used to actively relieve congestion on road R1, which becomes an exit road relative to intersection 1, by prohibiting all routes using road R1 as an exit road.

[0082] The exit road congestion relief information No. 2 is used to relieve congestion on road R2, which becomes an exit road relative to intersection 1. Bits 1, 9, and 11 of the exit road congestion relief information No. 2 are "1", and the other bits are "0". Therefore, the exit road congestion relief information No. 2 prohibits the following: "entering intersection 1 from road R1 and turning left at intersection 1 to exit onto road R2", "entering intersection 1 from road R3 and turning right at intersection 1 to exit onto road R2", and "entering intersection 1 from road R4 and going straight at intersection 1 to exit onto road R2". In other words, the exit road congestion relief information No. 2 is used to actively relieve congestion on road R2, which becomes an exit road relative to intersection 1, by prohibiting all routes using road R2 as an exit road.

[0083] The exit road congestion relief information No. 3 is used to relieve congestion on road R3, which becomes an exit road relative to intersection 1. Bits 2, 4, and 12 of the exit road congestion relief information No. 3 are "1", and the other bits are "0". Therefore, the exit road congestion relief information No. 3 prohibits the following: "entering intersection 1 from road R1 and proceeding straight at intersection 1 to exit onto road R3", "entering intersection 1 from road R2 and turning left at intersection 1 to exit onto road R3", and "entering intersection 1 from road R4 and turning right at intersection 1 to exit onto road R3". In other words, the exit road congestion relief information No. 3 is used to actively relieve congestion on road R3, which becomes an exit road relative to intersection 1, by prohibiting all routes using road R3 as an exit road.

[0084] The exit road congestion relief information No. 4 is used to relieve congestion on road R4, which becomes an exit road relative to intersection 1. Bits 3, 5, and 7 of the exit road congestion relief information No. 4 are "1", and the other bits are "0". Therefore, the exit road congestion relief information No. 4 prohibits the following: "entering intersection 1 from road R1 and turning right at intersection 1 to exit onto road R4", "entering intersection 1 from road R2 and going straight at intersection 1 to exit onto road R4", and "entering intersection 1 from road R3 and turning left at intersection 1 to exit onto road R4". In other words, the exit road congestion relief information No. 4 is used to actively relieve congestion on road R4, which becomes an exit road relative to intersection 1, by prohibiting all routes using road R4 as an exit road.

[0085] The local intersection control information refers to the intersection control information currently used to control vehicle 2's entry into intersection 1. That is, the intersection control device 3 can refer to this local intersection control information when determining the next intersection control information.

[0086] Return to Figure 3 The intersection environmental information acquisition unit 30 acquires multiple types of intersection environmental information. These multiple types of intersection environmental information include: intersection entry information, pedestrian crossing information, local intersection control information, adjacent intersection control information, and congestion information. Alternatively, the multiple types of intersection environmental information may include at least two of the following: intersection entry information, pedestrian crossing information, local intersection control information, adjacent intersection control information, and congestion information.

[0087] The intersection entry information refers to the track information of a vehicle 2 approaching intersection 1 as it passes through intersection 1. The intersection environment information acquisition unit 30 receives and acquires vehicle information, including track information at intersection 1, from multiple vehicles 2 approaching intersection 1. However, instead of this, the intersection environment information acquisition unit 30 may also generate and acquire intersection entry information based on image information acquired from camera 23. Figure 1 In the example, the intersection entry information acquired by the intersection environment information acquisition unit 30 is presented in the case of character data "12" representing the track "1->2", the case of character data "R1R2" representing the track "1->2", or other data forms.

[0088] The information conversion unit 31 encodes the intersection entry information acquired by the intersection environment information acquisition unit 30 into a predetermined bit length. That is, the information conversion unit 31 encodes the intersection entry information acquired by the intersection environment information acquisition unit 30 and stores it in a 12-bit bit array. The correspondence between each bit of this bit array and the track is as follows: Figure 6 As shown. For ease of calculation, each bit in the bit array is set to "1" when a vehicle 2 is scheduled to travel along the corresponding track, and "0" when no such vehicle exists. Figure 1 In the example, there are two vehicles: one approaching intersection 1 and entering intersection 1 from road R1, making a left turn at intersection 1 and exiting onto road R2; and the other approaching intersection 1 and entering intersection 1 from road R4, making a right turn at intersection 1 and exiting onto road R3. Therefore, the information conversion unit 31 converts the intersection entry information acquired by the intersection environment information acquisition unit 30 into a bit array of "100 000 000 001".

[0089] Pedestrian crossing information refers to information about the crosswalk that pedestrian P intends to cross from among the multiple roads connected to intersection 1. The intersection environment information acquisition unit 30 typically generates and acquires pedestrian crossing information based on image information obtained from camera 23. Figure 1 In the example, the pedestrian crossing information obtained by the intersection environment information acquisition unit 30 is presented in the case of the character data "3" indicating road R3, the case of the character data "C" indicating road R3, or other data forms.

[0090] The information conversion unit 31 encodes the pedestrian crossing information acquired by the intersection environment information acquisition unit 30 into a predetermined bit length. That is, the information conversion unit 31 encodes the pedestrian crossing information acquired by the intersection environment information acquisition unit 30 and stores it in a 12-bit bit array. The correspondence between each bit of this bit array and the track is as follows: Figure 6 As shown. For ease of calculation, each bit in the bit array is set to "1" when travel along the corresponding track is prohibited, and "0" when travel is permitted. Figure 1 In the example, there is a pedestrian P who wants to cross road R3. Therefore, the information conversion unit 31 converts the pedestrian crossing information obtained by the intersection environment information acquisition unit 30 into a bit array of "010 100 111 001".

[0091] The local intersection control information refers to the intersection control information currently in use at intersection 1. The intersection environment information acquisition unit 30 reads and acquires the local intersection control information from HDD3d. In this embodiment, as... Figure 6 As shown, the local intersection control information stored in HDD3d is represented using a 12-bit bit array. However, instead of this, the intersection control information stored in HDD3d may also be compressed data, where the 12-bit bit array is compressed, or other data formats.

[0092] When the local intersection control information acquired by the intersection environment information acquisition unit 30 is not encoded into a 12-bit bit array, the information conversion unit 31 encodes the local intersection control information and stores it in a 12-bit bit array. The correspondence between each bit of this bit array and the track is as follows: Figure 6 As shown. For ease of calculation, each bit of the bit group is set to "1" when travel is permitted along the corresponding track and "0" when travel is prohibited, just like the basic intersection control information.

[0093] The adjacent intersection control information refers to the intersection control information currently in use at the intersection adjacent to intersection 1. The intersection environment information acquisition unit 30 receives and acquires the adjacent intersection control information from the intersection control devices installed at the adjacent intersections. In this embodiment, as... Figure 6 As shown, the traffic control information for adjacent intersections is presented using a 12-bit bit array. However, alternatively, the traffic control information for adjacent intersections may also be compressed data, where the 12-bit bit array is compressed, or other data formats may exist.

[0094] If the control information of adjacent intersections acquired by the intersection environment information acquisition unit 30 is not encoded into a 12-bit bit array, the information conversion unit 31 encodes the control information of adjacent intersections and stores it in a 12-bit bit array.

[0095] The congestion information refers to information about the congested road among the multiple roads connecting to intersection 1. The intersection environment information acquisition unit 30 can generate and acquire congestion information based on image information obtained from camera 23. The intersection environment information acquisition unit 30 can also generate and acquire congestion information based on vehicle information received from vehicles 2 traveling near intersection 1. The congestion information is presented as character data "3IN" indicating the entry side of road R3, as character data "3OUT" indicating the exit side of road R3, or in other data formats.

[0096] When the congestion information acquired by the intersection environment information acquisition unit 30 is not encoded into a 12-bit bit array, the information conversion unit 31 encodes the congestion information and stores it in a 12-bit bit array. For example, when the congestion information is the character data "3OUT", refer to... Figure 14 The exit road congestion relief information shown is then converted into exit prohibition information No. 3.

[0097] The intersection control information generation unit 32 integrates multiple types of intersection environment information through bit operations to generate at least one intersection control information.

[0098] The intersection control unit 33 uses at least one intersection control information generated by the intersection control information generation unit 32 to control the entry of vehicles 2 into intersection 1. Specifically, when the intersection control information generation unit 32 generates multiple intersection control information, the intersection control unit 33 selects the intersection control information with the highest throughput among the multiple intersection control information and issues the selected intersection control information to multiple vehicles 2 scheduled to pass through intersection 1. When the intersection control information generation unit 32 generates only one intersection control information, the intersection control unit 33 issues that intersection control information to multiple vehicles 2 scheduled to pass through intersection 1. Based on the intersection control information received from the intersection control unit 33, the multiple vehicles 2 scheduled to pass through intersection 1 either pass through intersection 1 or wait near intersection 1.

[0099] Next, refer to Figures 15 to 19 The operation of the intersection control device 3 will be explained.

[0100] exist Figure 15 The diagram below shows a summary of the operation flow of the intersection control device 3. (For example...) Figure 15As shown, the intersection control method implemented by the intersection control device 3 includes: an intersection environment information acquisition step (S100), an information conversion step (S110), an intersection control information generation step (S120), and an intersection control step (S130). Typically, the intersection control device 3 executes the intersection environment information acquisition step (S100), the information conversion step (S110), the intersection control information generation step (S120), and the intersection control step (S130) sequentially every 5 seconds in a recorded order.

[0101] The intersection control device 3 gradually changes the intersection control information used in the current intersection control at intersection 1 based on constantly changing conditions. That is, the intersection control device 3 is configured to, based on constantly changing conditions, either prohibit a portion of multiple tracks currently permitted under the intersection control information used in the current intersection control at intersection 1, or permit a portion of multiple tracks currently prohibited under the intersection control information used in the current intersection control at intersection 1, thereby gradually changing the intersection control information used in the current intersection control at intersection 1. If a portion of permitted tracks is prohibited, a portion of prohibited tracks can be permitted instead.

[0102] In the intersection environment information acquisition step (S100), the intersection environment information acquisition unit 30 acquires multiple types of intersection environment information.

[0103] In the information conversion step (S110), the information conversion unit 31 encodes multiple types of intersection environment information into a predetermined length.

[0104] In the intersection control information generation step (S120), the intersection control information generation unit 32 integrates multiple types of intersection environment information through bit operations and generates at least one type of intersection control information.

[0105] In the intersection control step (S130), the intersection control unit 33 uses at least one intersection control information to control the vehicle 2 entering the intersection 1.

[0106] The following is for reference Figure 16 The steps for generating intersection control information (S120) will be explained in detail below.

[0107] exist Figure 16 In the following case, the information on intersection entry, local intersection control, exit from the road congestion relief, and pedestrian crossing has been encoded into a predetermined length, namely 12 bits, by the information conversion unit 31.

[0108] First, the intersection control information generation unit 32 generates temporary stop lane information based on the intersection entry information and local intersection control information. Details are as follows.

[0109] Over time, a mismatch may occur between the multiple lanes permitted in the local intersection control information and the multiple lanes actually scheduled to pass in the intersection entry information. That is, after a period of time has passed since the local intersection control information was first used for intersection control, there may be lanes among the multiple lanes permitted in the local intersection control information that are not scheduled for vehicle passage. By excluding such lanes from the multiple permitted lanes, leeway is created to allow other prohibited lanes. Therefore, the intersection control information generation unit 32 first performs an XOR operation on the intersection entry information and the local intersection control information, and then performs an AND operation on the result and the local intersection control information to generate temporary stop lane information.

[0110] For a specific example, let's assume that when the local intersection control information is "100 111 000000" and the intersection entry information is "000 111 000 010", the result of the XOR operation between the two is "100 000 000010". When this result is ANDed with the local intersection control information "100 111 000 000", the temporary stop lane information, as the result of this operation, becomes "100 000 000 000". Regarding this temporary stop lane information, since the path from road R1 to intersection 1, then turning left at intersection 1 and exiting from road R2, although currently permitted, is not expected to be used in the future, it is recommended to switch it to prohibited.

[0111] exist Figure 17 The diagram illustrates the process for maintaining temporary traffic stoppage track information for a predetermined time.

[0112] That is, the intersection control information generation unit 32 has a temporary stop track timer. When generating temporary stop track information, the intersection control information generation unit 32 first determines whether the temporary stop track timer is valid (S400). If the temporary stop track timer is not valid (S400: No), the intersection control information generation unit 32 validates the temporary stop track timer (S410), generates temporary stop track information (S420), and stores the temporary stop track information in RAM 3b (S430). On the other hand, if the temporary stop track timer is valid in S400 (S400: Yes), the intersection control information generation unit 32 determines whether a predetermined time has elapsed since the temporary stop track timer became valid (S440). If the predetermined time has not elapsed (S440: No), the intersection control information generation unit 32 will read the temporary stop track information from RAM 3b instead of generating it (S450). On the other hand, if the predetermined time has elapsed in S440 (S440: Yes), the intersection control information generation unit 32 will invalidate the temporary stop track timer (S460) and clear the temporary stop track information, that is, set all bits to "0" (S470).

[0113] In this way, the intersection control information generation unit 32 will maintain the temporary stop track information for a predetermined time. This is to ensure that vehicles 2 that remain on the track that is recommended to switch from the permitted state to the prohibited state based on the temporary stop track information can exit the intersection 1 without any problems.

[0114] Return to Figure 16 The intersection control information generation unit 32 generates prohibited track information based on temporary stop track information and track interference information. The prohibited track information is used in situations where vehicles 2 that are advised to switch from a permitted state to a prohibited state based on the temporary stop track information can exit the intersection 1 without any problems, while the track that interferes with the temporary stop track is also set to prohibited.

[0115] For example, when the temporary stop track information is "100 001 000 000", the tracks "1->2" and "2->1" become the targets of temporary stop. (Refer to the intersection control information generation unit 32) Figure 4The track interference information shown is used to obtain a bit array of "000 000001 010" as the track interference information corresponding to the former ("1->2"). Similarly, the intersection control information generation unit 32 obtains a bit array of "011 000 011 110" as the track interference information corresponding to the latter ("2->1"). Furthermore, the intersection control information generation unit 32 performs an OR operation on the bit array corresponding to the former ("1->2") and the bit array corresponding to the latter ("2->1"), and sets the bit array "011 000 011 110" as the prohibited track information. By reflecting this prohibited track information in the next intersection control information, it is possible to ensure that the vehicle 2 left at intersection 1 can exit without any problems. In this bit array, the track corresponding to the bit with a value of "1" is the track that is prohibited from passing.

[0116] Furthermore, the intersection control information generation unit 32 generates supplementary track information based on local intersection control information and track interference information. Supplementary track information refers to information about tracks that do not interfere with tracks permitted in the local intersection control information.

[0117] For example, when the local intersection control information is "000 110 000 000", the "2->3" track and the "2->4" track become permitted tracks. The intersection control information generation unit 32 refers to... Figure 4 The track interference information shown is used to obtain a bit array "010 000 000001" as the track interference information corresponding to the former ("2->3"). Similarly, the intersection control information generation unit 32 obtains a bit array "011 000 111 001" as the track interference information corresponding to the latter ("2->4"). The intersection control information generation unit 32 performs an OR operation on the bit array corresponding to the former ("2->3") and the bit array corresponding to the latter ("2->4"), and sets the bit array "011 000 111 001" as the result of the operation as addable track information. In these bit arrays, the track corresponding to the bit with a value of "1" indicates the track that cannot be added to the local intersection control information.

[0118] Furthermore, the intersection control information generation unit 32 generates 17 candidates for the next intersection control information by performing an AND operation with 17 basic intersection control information. The calculation results are: a NOT operation on intersection entry information (the bit corresponding to the lane intended for vehicle 2 is "1") and prohibited lane information (the bit corresponding to the lane that is prohibited is "1"); a NOT operation on addable lane information (the bit corresponding to the lane that cannot be added is "1"); a NOT operation on exit road congestion relief information (the bit corresponding to the lane that is not allowed is "1"); and a NOT operation on pedestrian crossing information (the bit corresponding to the lane that is not allowed is "1"). In this way, by using the basic intersection control information as a basis when generating candidates for the next intersection control information, collisions between vehicles 2 within intersection 1 can be reliably prevented. However, when performing the above "AND" operation, it is also possible to disregard the basic intersection control information.

[0119] Next, refer to Figure 18 The intersection control information generation unit 32 determines the next intersection control information based on intersection entry information, candidates for the next intersection control information, and entry road congestion clearance information. The intersection control information generation unit 32, based on congestion information obtained by the intersection environment information acquisition unit 30 and control information of adjacent intersections obtained by the intersection environment information acquisition unit 30, determines or predicts the presence or absence of congestion on the entry roads relative to intersection 1. If congestion is determined to exist, or if there are entry roads that may experience congestion, the unit refers to... Figure 13 This allows the acquisition of access road congestion relief control information for relieving congestion at the access road. For example, if congestion is determined to exist on an access road belonging to road R3, the intersection control information generation unit 32 refers to... Figure 13 And obtained the No.3 entry road congestion control information.

[0120] Moreover, such as Figure 19 As shown, the intersection control information generation unit 32 calculates the throughput based on the intersection entry information for each of the 18 candidates, including 17 candidates for the next intersection control information and entry road congestion relief information (S500), and temporarily decides the candidate with the highest throughput as the next intersection control information (S510). The throughput typically refers to the number of vehicles that can be processed per unit time at intersection 1.

[0121] The intersection control information generation unit 32 has a red-red timer. When the intersection control information generation unit 32 temporarily decides to use the entry road congestion relief control information as the next intersection control information in S510 (S520: Yes), the intersection control information generation unit 32 determines whether the red-red timer is valid (S530). If the red-red timer is not valid (S530: No), the intersection control information generation unit 32 makes the red-red timer valid (S540) and determines the next intersection control information as red-red control information (S550). The red-red control information is an intersection control information that prohibits all tracks at intersection 1 and consists of a bit array of "000 000 000 000".

[0122] If the all-red timer is active in S530 (S530: Yes), the intersection control information generation unit 32 determines whether a predetermined time has elapsed since the all-red timer became active (S560). If it is determined that the predetermined time has not elapsed (S560: No), the intersection control information generation unit 32 determines the next intersection control information to be all-red control information (S550). On the other hand, if it is determined that the predetermined time has elapsed (S560: Yes), the intersection control information generation unit 32 determines the next intersection control information to be entry road congestion relief control information (S570).

[0123] On the other hand, when the intersection control information generation unit 32 does not temporarily decide on the entry road congestion relief control information as the next intersection control information in S510 (S520: No), the intersection control information generation unit 32 directly decides on the temporarily decided next intersection control information as the next intersection control information (S580), and stores the decided next intersection control information as local intersection control information. Figure 3 In the HDD3d shown.

[0124] Although embodiments of the present disclosure have been described above, the above embodiments have the following characteristics.

[0125] The intersection control device 3 (intersection control system) controls the entry of vehicle 2 into intersection 1. The intersection control device 3 includes: an intersection environment information acquisition unit 30 that acquires multiple types of intersection environment information; an information conversion unit 31 that encodes each type of intersection environment information into a predetermined bit length; an intersection control information generation unit 32 that integrates multiple types of intersection environment information through bitwise operations and generates at least one type of intersection control information; and an intersection control unit 33 that uses at least one type of intersection control information to control the entry of vehicle 2 into intersection 1. Based on this structure, when controlling the entry of vehicle 2 into intersection 1, it can quickly respond to constantly changing situations.

[0126] Furthermore, the various types of intersection environment information include intersection entry information indicating the trajectory of a vehicle 2 intending to enter intersection 1, pedestrian crossing information indicating a pedestrian P intending to cross a road among the multiple roads connected to intersection 1, local intersection control information currently used in control at intersection 1, adjacent intersection control information currently used in control at an intersection adjacent to intersection 1, and congestion information indicating a currently congested road among the multiple roads connected to intersection 1. Based on the above structure, intersection control information can be generated based on various environments surrounding intersection 1.

[0127] Furthermore, at least one intersection control information includes multiple intersection control information. The intersection control unit 33 can also select the intersection control information with the highest throughput among the multiple intersection control information and use the selected intersection control information to control the entry of vehicle 2 into intersection 1. Based on the above structure, the number of vehicles that can be processed per unit time at intersection 1 can be effectively ensured.

[0128] Furthermore, the pre-positioning length can also be set based on the number of combinations of entry roads into intersection 1 and exit roads exiting intersection 1. Based on the above structure, the pre-positioning length is reasonably defined.

[0129] Furthermore, the intersection control unit 33 can also send at least one intersection control message to a vehicle 2 that wants to enter the intersection 1. Based on the above structure, traffic lights can also be omitted.

[0130] Programs can be stored and provided to a computer using any type of non-transitory computer-readable medium. Non-transitory computer-readable media include any type of tangible storage medium. Examples of non-transitory computer-readable media include: magnetic storage media (e.g., floppy disks, magnetic tapes, hard disk drives, etc.), optical-magnetic storage media (e.g., magneto-optical disks), CD-ROMs (CD-ROM read-only memory), CD-Rs (recordable optical discs), CD-R / Ws (rewritable optical discs), semiconductor memories (e.g., mask ROMs, PROMs (programmable ROMs), EPROMs (erasable PROMs), flash memory ROMs, RAMs (random access memory), etc.). Programs can also be provided to a computer using any type of transient computer-readable medium. Examples of transient computer-readable media include electrical signals, optical signals, and electromagnetic waves. Transient computer-readable media can provide programs to a computer via wired communication lines (e.g., electrical wires and optical fibers) or wireless communication lines.

[0131] As will be apparent from the description of this disclosure, embodiments of this disclosure can be varied in many ways. Such variations should not be considered as departing from the spirit and scope of this disclosure, and all such modifications that will be apparent to those skilled in the art are intended to be included within the scope of the appended claims.

Claims

1. A method for controlling intersections, comprising a method by which a computer repeatedly executes the following steps in the following order: The intersection environmental information acquisition step (S100) acquires multiple types of intersection environmental information; The information conversion step (S110) encodes the intersection environment information into a predetermined length for each intersection environment information. The intersection control information generation step (S120) integrates the multiple types of intersection environment information and generates multiple intersection control information through bit operations. The intersection control step (S130) selects the intersection control information with the highest throughput from the multiple intersection control information sets, and uses the selected intersection control information to control vehicle entry into the intersection. In the intersection control method described above, The various types of intersection environmental information include: This indicates the intersection entry information of the vehicle intending to enter the intersection, showing the track it takes when passing through the intersection. The local intersection control information currently in use at this intersection. In the intersection control information generation step (S120), Based on the mismatch between the multiple lanes that are actually scheduled to pass through in the intersection entry information and the multiple lanes that are allowed in the local intersection control information, temporary stop lane information is generated. The temporary stop lane information represents the information of the lane that is set as a temporary stop among the multiple lanes allowed in the local intersection control information. Based on the temporary stop track information and track interference information indicating interference between tracks at the intersection, prohibited track information is generated. This prohibited track information is used so that vehicles remaining on a track that, according to the temporary stop track information, is recommended to switch from a permitted state to a prohibited state, can exit the intersection without problems, while the track interfering with that track is also set to prohibited. Based on the local intersection control information and the track interference information, addable track information is generated. This addable track information represents information that can be added to the local intersection control information in order to avoid interference with tracks permitted in the local intersection control information. Based on the intersection entry information, the prohibited lane information, the optional lane information, and multiple basic intersection control information, multiple intersection control information is generated as candidates for the next intersection control information. The multiple basic intersection control information refers to information indicating whether the vehicle is allowed to travel on each track in the intersection. The multiple tracks allowed in each basic intersection control information are different from each other, and the multiple tracks allowed in each basic intersection control information are set to not interfere with each other.

2. The intersection control method as described in claim 1, wherein, In the intersection control information generation step (S120), After maintaining the temporary stop track information for a predetermined time, the temporary stop track information is cleared.

3. A computer-readable medium having stored thereon a program that causes a computer to perform the intersection control method of claim 1 or 2.

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