Signal control system, signal control schedule creation method and program

Abstract

[Problem] To simultaneously reduce pedestrian–vehicle accidents and achieve smooth road traffic. [Solution] Provided is a signal control system comprising a data acquiring means that acquires traffic status data related to the movements of vehicles and pedestrians at an intersection for a predetermined time in the past, a first calculating means that calculates a first evaluation value on the basis of the traffic status data, and a creating means that creates, on the basis of the first evaluation value, a signal control schedule including timings at which signal control of pedestrian-and-vehicle separation type is to be executed at the intersection.

Description

[Technical Field]

[0001] The present invention relates to a signal control system, a signal control schedule creation method, and a recording medium. [Background technology]

[0002] As a measure to reduce pedestrian-vehicle accidents, pedestrian-vehicle separated signal control (including scramble signals that allow pedestrians to cross intersections diagonally), which can separate the flow of pedestrians and vehicles over time, is attracting attention. However, pedestrian-vehicle separated signal control has the side effect of worsening traffic congestion, as it impedes the movement of vehicles for a certain period during the signal control cycle.

[0003] On the other hand, there are cases where pedestrian-vehicle separated signal control can make traffic flow more smoothly at some intersections. For example, at intersections where there is a lot of pedestrian traffic at the crosswalk and vehicles turning right or left are forced to stop when the green light is on because of pedestrians crossing, pedestrian-vehicle separated signal control is considered to be more advantageous.

[0004] Patent Document 1 discloses a moving person monitoring device that can more efficiently control traffic signals for vehicles and pedestrians by checking the status and number of pedestrians at road intersections. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 11-275562 Summary of the Invention [Problem to be solved by the invention]

[0006] The moving person monitoring device in Patent Document 1 controls pedestrian and vehicle traffic lights based on the number of pedestrians waiting to cross near a pedestrian traffic light (hereinafter referred to as "pedestrians waiting at a traffic light") and the waiting time. Therefore, when there are many pedestrians waiting at a traffic light, they may obstruct vehicles' right and left turns, causing congestion.

[0007] An object of the present invention is to provide a signal control system, a signal control schedule creation method, and a recording medium that can contribute to both reducing pedestrian-vehicle accidents and facilitating smooth road traffic. [Means for solving the problem]

[0008] According to a first aspect, there is provided a signal control system comprising: a data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value based on the traffic condition data; and a creation means for creating a signal control schedule including the timing for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value.

[0009] According to a second aspect, there is provided a signal control schedule creation method, which acquires traffic condition data for a predetermined time period in the past regarding the movement of vehicles and pedestrians at an intersection, calculates a first evaluation value based on the traffic condition data, and creates a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value.

[0010] According to a third aspect, there is provided a computer-readable recording medium that stores a program that causes a computer to execute the following processes: a process of acquiring traffic condition data for a predetermined period of time in the past regarding the movements of vehicles and pedestrians at an intersection; a process of calculating a first evaluation value based on the traffic condition data; and a process of creating a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value. [Effects of the Invention]

[0011] According to the present invention, a traffic light control system, a traffic light control schedule creation method, and a recording medium are provided that can contribute to both reducing pedestrian-vehicle accidents and facilitating smooth road traffic. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a diagram showing a configuration of an embodiment of the present invention; [Figure 2] FIG. 2 is a diagram for explaining basic data for calculating a first evaluation value used in one embodiment of the present invention. [Figure 3] FIG. 2 is a diagram for explaining basic data for calculating a first evaluation value used in one embodiment of the present invention. [Figure 4] FIG. 2 is a diagram for explaining basic data for calculating a first evaluation value used in one embodiment of the present invention. [Figure 5] 3 is a flow diagram illustrating the operation of one embodiment of the present invention. [Figure 6] FIG. 2 is a diagram showing an example of a signal control schedule created by the signal control system of the embodiment of the present invention. [Figure 7] FIG. 10 is a diagram showing another example of a signal control schedule created by the signal control system of one embodiment of the present invention. [Figure 8] 1 is a diagram illustrating a configuration of a first exemplary embodiment of the present invention. [Figure 9] FIG. 1 is a signal cycle diagram of a traffic signal used to explain a first embodiment of the present invention. [Figure 10] 10 is an example of a cumulative waiting time value for left-turning vehicles calculated by the signal control system according to the first embodiment of the present invention. [Figure 11] 3 is an example of a signal control schedule created by the signal control system according to the first embodiment of the present invention. [Figure 12] 5A to 5C are diagrams illustrating an example of changes in the display content of a display board in the signal control system according to the first embodiment of the present invention. [Figure 13] 1 is an example of a traffic light cycle diagram switched by the traffic light control system according to the first embodiment of the present invention. [Figure 14]3 is a flowchart showing the operation of the signal control system according to the first embodiment of the present invention. [Figure 15] FIG. 10 is a diagram illustrating a configuration of a second exemplary embodiment of the present invention. [Figure 16] 10 is an example of a cumulative waiting time value for left-turning vehicles calculated by the signal control system according to the second embodiment of the present invention. [Figure 17] 10 is an example of a signal control schedule created by the signal control system according to the second embodiment of the present invention. [Figure 18] 5 is a flowchart showing the operation of the signal control system according to the second embodiment of the present invention. [Figure 19] FIG. 10 is a diagram illustrating a configuration of a third exemplary embodiment of the present invention. [Figure 20] FIG. 10 is a diagram showing an example of a display format on an in-vehicle terminal of a vehicle in a signal control system according to the third embodiment of the present invention. [Figure 21] FIG. 10 is a diagram showing another example of a display format on an on-board terminal of a vehicle in the signal control system according to the third embodiment of the present invention. [Figure 22] 10 is an example of a traffic light cycle diagram switched by a traffic light control system according to a fourth embodiment of the present invention. [Figure 23] FIG. 10 is a signal cycle diagram for explaining a fourth embodiment of the present invention. [Figure 24] 10 is an example of a traffic light cycle diagram switched by a traffic light control system according to a fourth embodiment of the present invention. [Figure 25] FIG. 2 is a diagram showing the configuration of a computer that constitutes the signal control system of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] First, an overview of one embodiment of the present invention will be described with reference to the drawings. Note that the reference numerals in this overview are used for convenience to identify each element as an example to facilitate understanding, and are not intended to limit the present invention to the illustrated form. Furthermore, connecting lines between blocks in the drawings and the like referred to in the following description include both bidirectional and unidirectional lines. Unidirectional arrows are used to schematically indicate the flow of main signals (data) and do not exclude bidirectionality. A program is executed via a computer device, which includes, for example, a processor, a storage device, an input device, a communication interface, and, if necessary, a display device. Furthermore, this computer device is configured to be able to communicate with internal or external devices (including computers) via the communication interface, whether wired or wireless. Furthermore, ports or interfaces are present at the input / output connection points of each block in the drawings, but are not shown.

[0014] In one embodiment, the present invention can be realized in a signal control system 10 including a data acquisition means 11, a calculation means 12, and a creation means 13, as shown in FIG.

[0015] More specifically, the data acquisition means 11 acquires traffic condition data relating to the movements of vehicles and pedestrians at an intersection for a predetermined period of time in the past. This traffic condition data may be, for example, a video recording the movements of vehicles and pedestrians captured by the camera 14, or data obtained by analyzing this video.

[0016] The calculation means 12 (first calculation means) calculates a first evaluation value based on the traffic condition data. As this first evaluation value, a statistical value representing the degree of congestion of the vehicle caused by the intersection of the flow lines of the vehicle and the pedestrian during a predetermined time in the past can be used.

[0017] 2 and 3 are diagrams illustrating basic data for calculating the first evaluation value. The arrows in the figures indicate the flow lines of vehicles turning right or left and pedestrians crossing a crosswalk. The flow lines and movements of the vehicles and pedestrians shown in FIGS. 2 and 3 can be obtained by object recognition of vehicles and pedestrians from video captured by camera 14 and tracking their movements. The basic data for the first evaluation value can be the time a left-turning vehicle stops when turning left or the time required to turn left, as shown in FIG. 2. The basic data for the first evaluation value can be the time a right-turning vehicle stops when turning right or the time required to turn right, as shown in FIG. 3. The first evaluation value can be calculated from, for example, statistics (such as the sum, average, or mode) of these values. While the examples in FIGS. 2 and 3 show an example of a road with one lane in each direction, the first evaluation value can also be calculated in the same way for roads with two or more lanes in each direction.

[0018] The first evaluation value can also be calculated using statistical values ​​(total, average, mode, etc.) of the time during which a pedestrian at a crosswalk ahead of a left-turning vehicle was positioned on the crosswalk during the specified time in the past. For example, as shown in FIG. 4, in the case of left-hand traffic, if a pedestrian is positioned in the left lane of the crosswalk ahead of the left-turning vehicle, the passage of the left-turning vehicle will be obstructed. For this reason, the first evaluation value can be calculated using statistical values ​​(total, average, mode, etc.) of the time during which a pedestrian was positioned in the left lane of the crosswalk and the time during which a pedestrian occupied the left lane of the crosswalk during the specified time in the past.

[0019] The first evaluation value can also be calculated using the number of vehicles remaining in the left-turn lane or the right-turn lane during the predetermined time in the past, or the length of the vehicle queue. In this case, the first evaluation value can also be calculated using statistical values ​​(total, average, mode, etc.) of the number of vehicles and the length of the vehicle queue.

[0020] The calculation means 12 (first calculation means) may also be configured to calculate the first evaluation values ​​for the opposing lanes of the intersection.

[0021] The creating means 13 creates a signal control schedule 15 including the timing for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value.

[0022] The signal control system 10 described above operates as shown in Figure 5. First, the signal control system 10 acquires traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined time in the past (step S101). Next, the signal control system 10 calculates a first evaluation value for the predetermined time in the past based on the traffic condition data (step S102). Next, the signal control system 10 creates a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value (step S103).

[0023] FIG. 6 is a diagram showing an example of a signal control schedule created by the signal control system 10 of one embodiment of the present invention. Note that the "2-aspect" in FIG. 6 will be explained as a 2-aspect system that switches between red and blue lights for traffic flows that intersect at an intersection (see the signal cycle diagram in FIG. 9). Other known systems include 3-aspect and 4-aspect systems that combine red lights with green arrows, but in this specification, 2-aspect is used as an example of a system other than the pedestrian-vehicle split system. Of course, 3-aspect and 4-aspect systems can also be used as systems other than the pedestrian-vehicle split system.

[0024] In the example of FIG. 6, the signal control system 10 creates a schedule to switch the signal control method from a two-phase system to a pedestrian-vehicle-separated system when the first evaluation value exceeds a predetermined threshold. After switching to the pedestrian-vehicle-separated system, the traffic lanes of vehicles and pedestrians will no longer intersect, in principle. Therefore, the first evaluation value during the switch to the pedestrian-vehicle-separated system is estimated based on the movements of vehicles and pedestrians, and is the first evaluation value that would have been used under the two-phase system. The signal control schedule of FIG. 6 may be a daily signal control schedule created based on traffic condition data from a predetermined time in the past, or it may be a signal control schedule for a predetermined time in the future, such as several hours in the future. For example, the signal control system 10 may create a signal control schedule that intermittently employs pedestrian-vehicle-separated signal control, such as switching the signal control method to the pedestrian-vehicle-separated system for 30 minutes from the present time. In either case, using the signal control schedule described above can reduce both pedestrian-vehicle accidents and congestion of vehicles turning right or left.

[0025] FIG. 7 is a diagram showing another example of a signal control schedule created by the signal control system 10 of one embodiment of the present invention. In the example of FIG. 7, the signal control system 10 calculates a first evaluation value for each time period based on traffic condition data and creates a signal control schedule that switches the signal control method for each time period. By using such a signal control schedule as the signal control schedule for the same day the next day or the following week, it is possible to reduce both pedestrian-vehicle accidents between vehicles and pedestrians and congestion of vehicles turning right or left. Furthermore, such a signal control schedule can be used not only for the relevant intersection, but also for adjacent intersections and other intersections with similar traffic conditions.

[0026] [First embodiment] Next, a first embodiment in which a signal control system controls traffic signals at an intersection will be described in detail with reference to the drawings. Fig. 8 is a diagram showing the configuration of the first embodiment of the present invention. Referring to Fig. 8, the configuration includes an intersection where a vehicle traffic signal S1, a pedestrian traffic signal S2, and a sign board D are installed, a signal control system 100 that controls these, and a camera 140 that photographs the intersection.

[0027] One or more cameras 140 are installed at positions where they can capture images of vehicles passing through the intersection and pedestrians crossing the crosswalk, as shown in FIG.

[0028] The signal control system 100 includes a data acquisition means 101, a calculation means 102, a creation means 103, a signal control means 104, a display board control means 105, and a time-zone-specific dwell time database (time-zone-specific dwell time DB) 106. The signal control system 100 may be a device that functions as a signal control device or MEC (Multi-access Edge Computing) server located at one or more intersections. The signal control system 100 may also be a device located in a traffic control system that controls traffic lights and signal control devices at multiple intersections.

[0029] The data acquisition means 101 acquires images of vehicles passing through the intersection and pedestrians crossing the crosswalk taken by the camera 140 as traffic condition data for a predetermined period of time in the past regarding the movements of the vehicles and pedestrians at the intersection.

[0030] The calculation means 102 calculates a first evaluation value based on the images acquired by the data acquisition means 101, and records the calculated first evaluation value in the time-zone-specific dwell time DB 106. Specifically, the calculation means 102 measures the left-turn waiting time that a left-turning vehicle waits for pedestrians to pass in front of the crosswalk where the vehicle is to turn left, for each cycle, based on images captured by the camera 140 of a vehicle passing through an intersection and a pedestrian crossing a crosswalk. The calculation means 102 then tallies the measured left-turn waiting time for each time zone, and calculates a first evaluation value for each time zone.

[0031] FIG. 9 is an example diagram showing the signal cycle of a traffic light at an intersection where roads A and B intersect. In the case of this traffic light, one cycle is 90 seconds, and the numbers in the diagram indicate the allocated time (seconds), with splits distributed equally between roads A and B. In this case, the green light duration per cycle assigned to road A (road B) is 40 seconds. This means that the green light duration per hour is 1600 seconds. In this embodiment, the cumulative value (total value) of the time that left-turning vehicles spend stopped to wait for pedestrians turning left to cross the street is used as the first evaluation value.

[0032] FIG. 10 shows an example of cumulative waiting times for left-turning vehicles by time period recorded in the time-period-by-time period DB 106. In the example of FIG. 10, the cumulative waiting time for left-turning vehicles is 750 seconds (sec) between 6:00 and 7:00 in the morning. Then, between 7:00 and 8:00 in the morning, the cumulative waiting time for left-turning vehicles is 1200 seconds (sec). As mentioned above, the green light duration per hour is 1600 seconds, and 75% of that time is spent waiting to turn left. In such cases, it can be said that a pedestrian-vehicle separation system would be better. Similarly, the cumulative waiting time for left-turning vehicles between 8:00 and 9:00 in the morning is 1000 seconds (sec).

[0033] The creation means 103 determines time periods for which the pedestrian-vehicle separation method will be adopted based on the cumulative waiting time for left-turning vehicles by time period recorded in the time-period-by-time-period residence time DB 106, and creates a signal control schedule for each time period. Fig. 11 shows an example of a signal control schedule created using a policy that adopts the pedestrian-vehicle separation method when the cumulative waiting time for left-turning vehicles is 1000 seconds or more. In the example of Fig. 11, a signal control schedule is created in which the pedestrian-vehicle separation method is adopted for the time periods of 7:00 AM to 8:00 AM and 8:00 AM to 9:00 AM, where the cumulative waiting time for left-turning vehicles is 1000 seconds or more in Fig. 10. On the other hand, the two-aspect method is maintained for time periods in which the cumulative waiting time for left-turning vehicles is less than 1000 seconds in Fig. 10.

[0034] The signal control means 104 controls the vehicle traffic light S1 and the pedestrian traffic light S2 at the intersection in accordance with the signal control schedule created by the creation means 103. Furthermore, before changing the signal control method, the signal control means 104 instructs the display board control means 105 on the content to be displayed on the display board D.

[0035] The display board control means 105 switches the display content of the display board D in accordance with the content of the instruction from the signal control means 104.

[0036] FIG. 12 is a diagram showing an example of how the display content of the display board D is changed by the display board control means 105. For example, the display board control means 105 may display on the display board D the signal control method currently being used by the traffic lights at the intersection. When all traffic lights at the intersection are operating in a pedestrian-vehicle separation mode, the display board control means 105 displays "pedestrian-vehicle separation" D1 on the display board D. On the other hand, when all traffic lights at the intersection are operating in a mode other than the pedestrian-vehicle separation mode, the display board control means 105 displays a driver's attention message, such as "Watch out for pedestrians stepping out" D2, on the display board D. Note that the display board D may be an electronic display board using an LED (light emitting diode) or a roll-up (mechanical) display board. Furthermore, when all traffic lights at the intersection are operating in a mode other than the pedestrian-vehicle separation mode, the display board may display the intersection name, be silent, or be turned off, in addition to displaying "Watch out for pedestrians stepping out." Of course, the corresponding signal control method, such as "time-dependent signal" or "electronic signal," may also be displayed.

[0037] In addition to displaying the currently implemented traffic light control system, the display board control means 105 may also display the remaining time until the traffic light changes under the currently implemented traffic light control system using a counter or graphics on the display board. This remaining time display can take the form of, for example, a countdown counter display showing the remaining time until the traffic light changes, or a counter display showing the elapsed time along with the split value, showing the remaining time until the traffic light changes. Instead of displaying the remaining time numerically, a gauge display showing the time until the next traffic light change can also be used. This allows the driver of vehicle V to recognize that the traffic light at the intersection they are about to pass is a pedestrian-vehicle separation traffic light and the time until the next traffic light change.

[0038] As described above, by displaying the signal control method applied to the traffic lights at an intersection, vehicle drivers and pedestrians can predict the behavior of the traffic lights at that intersection, making it possible to prevent unnecessary accidents such as people running out into the street.

[0039] Next, the operation of this embodiment will be described in detail with reference to the drawings. Fig. 13 is a flow chart showing the operation of the signal control system of the first embodiment of the present invention. Referring to Fig. 13, first, the signal control system 100 acquires operation status data from the camera 140 (step S001).

[0040] Next, the signal control system 100 analyzes the operation status data and calculates a first evaluation value (step S002).

[0041] Next, the signal control system 100 creates a signal control schedule based on the calculated first evaluation value (step S003).

[0042] Next, the signal control system 100 applies the created signal control schedule and starts controlling the vehicular traffic signal S1, the pedestrian traffic signal S2, and the sign board D (step S004).

[0043] For example, if a pedestrian-vehicle separated system is selected based on the first evaluation value during a certain time period, the signal cycle of the traffic lights at the intersection will change from the content shown in the upper row of Figure 14 (two-aspect system) to the content shown in the lower row of Figure 15. Note that the aspect of pedestrian signal S2 is omitted from Figure 14. As a result, at the intersection, there will be a period during one cycle when all of the displayed lights on pedestrian signal S2 will be green. In the example of Figure 14, a 25-second period with the green light on and a 5-second period with the green light flashing will be inserted, resulting in a signal cycle of 120 seconds overall. This will achieve both a reduction in pedestrian-vehicle accidents during the relevant time period at the intersection and smoother road traffic.

[0044] In the above explanation, an example was given in which a policy was used in which the pedestrian-vehicle separation method was adopted when the cumulative waiting time for left-turning vehicles was 1000 seconds or more, but the policy for determining whether to adopt the pedestrian-vehicle separation method is not limited to this. For example, the threshold value and policy can be changed as appropriate depending on the actual traffic volume, the statistical values ​​to be adopted, etc.

[0045] [Second embodiment] Next, a second embodiment in which the impact on straight-moving vehicles is also taken into consideration when determining whether to change the signal control method will be described in detail with reference to the drawings. FIG. 15 is a diagram showing the configuration of the second embodiment of the present invention. The configuration differs from the first embodiment shown in FIG. 8 in that a second calculation means 107 is added that calculates a second evaluation value based on operation status data, and that a creation means 203 creates a signal control schedule by referring to the second evaluation value in addition to the first evaluation value. Since the other configurations are the same as those of the first embodiment, the following description will focus on the differences.

[0046] Based on the traffic condition data, the second calculation means 107 calculates a second evaluation value indicating the degree of reduction in the volume of straight-moving vehicles per unit time when pedestrian-vehicle separated signal control is adopted at the intersection. For example, the degree of reduction in the volume of straight-moving vehicles can be calculated using the difference between the traffic volume of straight-moving vehicles for each time period under the current signal control method (e.g., a two-phase system) and the estimated traffic volume for the same time period when pedestrian-vehicle separated signal control is adopted. For example, as shown in FIG. 16 , the second calculation means 107 calculates the reduction rate of the volume of straight-moving vehicles when pedestrian-vehicle separated signal control is adopted for each time period. For example, if 100 straight-moving vehicles could pass under the two-phase system but only 80 could pass when switched to pedestrian-vehicle separated signal control, the reduction rate of the volume of straight-moving vehicles is calculated as -20%. Of course, this second evaluation value may be the number of straight-moving vehicles expected to decrease after switching to pedestrian-vehicle separated signal control instead of the reduction rate.

[0047] The creation means 203 creates a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value and the second evaluation value. Fig. 17 shows an example of a signal control schedule created using a policy that adopts pedestrian-vehicle separated mode when the cumulative waiting time for left-turning vehicles is 1000 seconds or more and the reduction rate of straight-moving vehicles is less than 20%. In the example of Fig. 17, a signal control schedule is created in which pedestrian-vehicle separated mode is used from 7:00 AM to 8:00 AM, during which the reduction rate of straight-moving vehicles is less than 20% among the time periods in Fig. 16 when the cumulative waiting time for left-turning vehicles is 1000 seconds or more. On the other hand, the two-aspect mode is maintained during time periods in Fig. 16 when the cumulative waiting time for left-turning vehicles is less than 1000 seconds or when the reduction rate of straight-moving vehicles is 20% or more.

[0048] Next, the operation of this embodiment will be described in detail with reference to the drawings. Fig. 18 is a flow chart showing the operation of the signal control system 100a of the second embodiment of the present invention. The difference from Fig. 13 showing the operation of the first embodiment is that in step S202, first and second evaluation values ​​are calculated, and in step S203, a signal control schedule is created based on the first and second evaluation values.

[0049] According to the second embodiment, which operates as described above, it is possible to create a signal control schedule that takes into consideration not only the degree of congestion of vehicles turning right or left due to the presence of pedestrians, but also the impact on vehicles going straight. For example, in the first embodiment, a signal control schedule was created that uses the pedestrian-vehicle separation method even during the time period from 8:00 AM to 9:00 AM, but this makes it possible to avoid a situation in which the traffic volume of vehicles going straight decreases.

[0050] In the above explanation, the policy is to adopt the pedestrian-vehicle separation method when the cumulative waiting time for left-turning vehicles is 1000 seconds or more and the reduction rate of straight-moving vehicles is less than 20%, but this is merely an example. The policy for determining whether to adopt the pedestrian-vehicle separation method is not limited to this, and the threshold value and policy can be changed as appropriate depending on, for example, the actual traffic volume, the statistical values ​​to be adopted, etc.

[0051] [Third embodiment] Next, a third embodiment in which a notification function for vehicles approaching an intersection is added to a signal control system will be described in detail with reference to the drawings. Fig. 19 is a diagram showing the configuration of the third embodiment of the present invention. The difference from the configuration of the first embodiment shown in Fig. 8 is that a signal control method notification means 108 is added to a signal control system 100b, and a signal control means 304 controls the signal control method notification means 108. Since the other configurations are the same as those of the first embodiment, the following description will focus on the differences.

[0052] The signal control means 304 controls the vehicle traffic light S1 and the pedestrian traffic light S2 at the intersection in accordance with the signal control schedule created by the creation means 103. The signal control means 304 also instructs the signal control method notification means 108 to notify vehicles approaching the intersection of the signal control method, etc., currently being used by the traffic lights at the intersection.

[0053] The signal control method notification means 108 notifies vehicles approaching the intersection of the signal control method currently being used by the traffic lights at the intersection in accordance with instructions from the signal control means 304. The signal control method notification means 108 can notify vehicles approaching the intersection of the signal control method, etc. by broadcasting via a roadside device or a mobile communication network. In a more preferable embodiment, the signal control method notification means 108 can include the location range of the receiving vehicle and vehicle identification information (ID) in the notification. This allows the receiving vehicle to refer to its own location and identification information to determine whether the information notified from the signal control system 100b is intended for its own vehicle.

[0054] Fig. 20 is a diagram showing an example of a display format on the vehicle-mounted terminal of the vehicle by the signal control system 100b of this embodiment. In the example of Fig. 20, the message "pedestrian-vehicle separation signal" is added to the traffic light on the display screen D3 of the vehicle-mounted terminal of the vehicle V. This allows the driver of the vehicle V to recognize that the traffic light at the intersection they are about to pass is a traffic light that operates using the pedestrian-vehicle separation method. This makes it possible to prevent the vehicle V from prematurely setting off after the red light has turned off.

[0055] FIG. 21 is a diagram showing another example of a display format on an on-board terminal of a vehicle by the traffic light control system 100b of this embodiment. In the example of FIG. 21, the traffic light on the display screen D3 of the on-board terminal of vehicle V indicates that it is operating in the "pedestrian-vehicle separation" mode and displays the remaining time until the signal lights change. In other words, the display shows the waiting time until the next phase according to the current signal control mode. This allows the driver of vehicle V to recognize that the traffic light at the intersection through which the vehicle V is passing operates in the pedestrian-vehicle separation mode and the time until the next light change. This makes it possible to prevent vehicle V from prematurely setting off after the red light has turned off.

[0056] The display format of the in-vehicle terminal can be modified in various ways, and can be a display device installed in the vehicle or a head-up display projected onto the windshield. In addition to displaying on various display devices, notification of whether the road is in a "pedestrian-vehicle separated" mode, the time until the traffic light changes, etc. can also be given by voice.

[0057] As described above, according to this embodiment, in addition to the display on the display board D, information about the traffic light control system can also be displayed on the vehicle's onboard terminal to alert the driver. The examples shown in Figures 20 and 21 are merely illustrative of this embodiment. For example, instead of the text message "The light will turn green in 20 seconds" in Figure 21, a counter or graphic display may be used to indicate the time until the traffic light changes. For example, a countdown counter display may be used to indicate the time remaining until the traffic light changes under the current traffic light control system, or a counter display showing the elapsed time along with the split value may be used to indicate the time remaining until the traffic light changes under the current traffic light control system. Furthermore, instead of displaying the remaining time or the like numerically, a gauge may be used to indicate the time until the next traffic light change.

[0058] In addition, in this embodiment, the signal control system 100b is described as notifying the vehicle-mounted terminal of the vehicle of information related to the signal control method, but the signal control system 100b may also provide similar information to pedestrians, which makes it possible to prevent pedestrians from mistakenly starting to cross the crosswalk.

[0059] [Fourth embodiment] Next, a fourth embodiment in which the so-called full red time during the signal cycle before and after switching is extended will be described in detail with reference to the drawings. The fourth embodiment can be realized in the same configuration as the first to third embodiments, so the following description will focus on the differences in operation.

[0060] FIG. 22 is an example of a signal cycle diagram switched by the signal control system of this embodiment, showing the signal cycle diagrams before and after the change from the two-aspect system to the pedestrian-vehicle separated system. The difference from the first embodiment shown in FIG. 14 is that a signal control schedule is created in which the initial full red time immediately after the change from the two-aspect system to the pedestrian-vehicle separated system is extended by a second. Normally, in the case of two-aspect control, when the traffic light on Road A changes from green to yellow to red, the traffic light on Road B also changes to green (see the upper part of FIG. 22). However, when the system is changed to the pedestrian-vehicle separated system, after the traffic light on Road A changes from green to yellow to red, all pedestrian traffic lights S2 turn green (see the lower part of FIG. 22). At that time, if a driver of a vehicle on Road B mistakes the traffic light for the two-aspect system and fails to stop or starts moving, an accident with a pedestrian may occur.

[0061] Therefore, in this embodiment, as described above, a signal control schedule is adopted that extends the initial full red period immediately after switching from the two-aspect system to the pedestrian-vehicle separated system by a second. As a result, this embodiment makes it possible to prompt the driver of a vehicle on road B to stop, and reduces the possibility of collisions with pedestrians.

[0062] The same thing can happen when switching from a pedestrian-vehicle separated system to a two-phase system. Figure 23 is an example of a traffic light cycle diagram when switching from a pedestrian-vehicle separated system to a two-phase system. In this case, too, after the traffic light on Road A changes from green to yellow to red, the time when pedestrian traffic light S2 is all green is skipped, and the traffic light on Road B changes to green. If a pedestrian at that time mistakes the crosswalk for a pedestrian-vehicle separated system and starts crossing the street, they will end up crossing with vehicles.

[0063] Therefore, this embodiment employs a signal control schedule that extends the initial full red period immediately after switching from the pedestrian-vehicle separated system to the two-aspect system by a second, as shown in Fig. 24. This makes it possible to encourage pedestrians to wait on the sidewalk, thereby reducing the possibility of pedestrians and vehicles crossing paths.

[0064] In the above example, the first full red time immediately after switching from the two-aspect system to the pedestrian-vehicle split system and the first full red time immediately after switching from the pedestrian-vehicle split system to the two-aspect system are extended, but the extension of the full red time does not have to be limited to one time. If necessary, the signal control system 100 may repeat the above-mentioned extension of the full red time for multiple cycles.

[0065] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and further modifications, substitutions, and adjustments can be made without departing from the basic technical concept of the present invention. For example, the network configurations, element configurations, and data representation formats shown in the drawings are examples intended to aid in understanding the present invention, and the present invention is not limited to the configurations shown in these drawings.

[0066] For example, in the first to fourth embodiments described above, the signal control systems 100 to 100b are described as controlling signals, but the signal control systems 100 to 100b may also be configured to only create a signal control schedule, in which case the signal control systems 100 to 100b may provide the signal control schedule to other signal control devices.

[0067] Furthermore, in the above-described first to fourth embodiments, the signal control systems 100 to 100b are described as switching the signal control method at one intersection, but a configuration in which the signal control systems 100 to 100b switch the signal control methods at multiple intersections can also be adopted.

[0068] Furthermore, although the first to fourth embodiments have been described assuming that vehicles are required to drive on the left side of the road, the present invention can be similarly applied to countries where vehicles are required to drive on the right side of the road. In this case, the left and right aspects of the above-described embodiments are reversed. For example, the first evaluation value can be calculated using statistics of the right-turn waiting time, during the predetermined time period in the past, during which a right-turning vehicle waits for pedestrians to pass before the crosswalk where the vehicle is about to turn right.

[0069] (About hardware configuration) In each embodiment of the present disclosure, each component of each device represents a functional block. Some or all of the components of each device are realized by an arbitrary combination of an information processing device 900 and a program, for example, as shown in FIG. 25. FIG. 25 is a block diagram showing an example of the hardware configuration of the information processing device 900 that realizes each component of each device. The information processing device 900 includes, as an example, the following configuration. ·CPU(Central Processing Unit)901 ROM (Read Only Memory) 902 ·RAM(Random Access Memory)903 Program 904 loaded into RAM 903 A storage device 905 for storing a program 904 A drive device 907 for reading and writing data from and to the recording medium 906 A communication interface 908 for connecting to a communication network 909 Input / output interface 910 for inputting and outputting data Bus 911 connecting each component

[0070] Each component of each device in each embodiment is realized by the CPU 901 acquiring and executing a program 904 that realizes the function. That is, the CPU 901 in FIG. 25 executes a data acquisition program and a signal schedule creation program, and performs an update process for each calculation parameter stored in the RAM 903, the storage device 905, etc. The program 904 that realizes the function of each component of each device is stored in the storage device 905 or the ROM 902 in advance, for example, and is read out by the CPU 901 as needed. The program 904 may be supplied to the CPU 901 via the communication network 909, or may be stored in advance on the recording medium 906, and the drive device 907 may read out the program and supply it to the CPU 901.

[0071] Furthermore, this program 904 can display the processing results, including intermediate states, at each stage as necessary on a display device, or can communicate with the outside via a communication interface. Furthermore, this program 904 can be recorded on a computer-readable (non-transitive) recording medium.

[0072] There are various variations in the method of realizing each device. For example, each device may be realized by any combination of a separate information processing device 900 and a program for each component. Furthermore, multiple components included in each device may be realized by any combination of a single information processing device 900 and a program. That is, each unit (processing means, function) of the signal control system shown in the first to fourth embodiments can be realized by a computer program that causes a processor installed in the device to execute each of the above-mentioned processes using its hardware.

[0073] In addition, some or all of the components of each device may be realized by other general-purpose or dedicated circuits, processors, etc., or a combination of these. These may be configured by a single chip, or by multiple chips connected via a bus.

[0074] Some or all of the components of each device may be realized by a combination of the above-mentioned circuits and programs.

[0075] When some or all of the components of each device are realized by multiple information processing devices, circuits, etc., the multiple information processing devices, circuits, etc. may be centrally or decentralized. For example, the information processing devices, circuits, etc. may be realized as a client-server system, a cloud computing system, or the like, in a form in which each device is connected via a communication network.

[0076] It should be noted that the above-described embodiments are preferred embodiments of the present disclosure, and the scope of the present disclosure is not limited to only the above-described embodiments. In other words, those skilled in the art can modify or substitute the above-described embodiments to construct various modified forms without departing from the gist of the present disclosure.

[0077] A part or all of the above-described embodiments can be described as, but not limited to, the following supplementary notes.

[0078] [Appendix 1] data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value based on the traffic condition data; a generation means for generating a signal control schedule including timings for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; A signal control system comprising: [Appendix 2] The above-mentioned signal control system The first evaluation value may be a statistical value that indicates the degree of congestion of the vehicle caused by the intersection of the flow lines of the vehicle and the pedestrian during the predetermined past time period. [Appendix 3] The above-mentioned signal control system The traffic control system may include a signal control means for switching the control method for the traffic lights at the intersection in accordance with the created signal control schedule. [Appendix 4] The first calculation means of the above-mentioned traffic light control system can be configured to calculate the first evaluation value using statistical values ​​of left-turn waiting times that a left-turning vehicle takes to wait for pedestrians to pass in front of a crosswalk at the destination of the left turn over the specified time period in the past. [Appendix 5] The first calculation means of the above-mentioned signal control system can be configured to calculate the first evaluation value using a statistical value of the left turn waiting time for the past predetermined time and a statistical value of the right turn waiting time for a right turning vehicle to wait for pedestrians to pass in front of a crosswalk at the destination of the right turn. [Appendix 6] The first calculation means of the above-mentioned signal control system can be configured to calculate the first evaluation value using a statistical value of the time that a pedestrian at a crosswalk ahead of a left-turning vehicle was positioned on the crosswalk during the specified past time period. [Appendix 7] the first calculation means of the signal control system calculates the first evaluation values ​​for the opposing lanes of the intersection, The creating means may be configured to create a signal control schedule including timing for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value. [Appendix 8] The data acquisition means of the signal control system acquires traffic condition data relating to the movements of the vehicles and pedestrians at the intersection, the first calculation means calculates a first evaluation value for each time period based on the traffic condition data; The creating means may be configured to create a signal control schedule including timing for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value. [Appendix 9] The above-mentioned signal control system further comprises: a second calculation means for calculating a second evaluation value indicating a degree of reduction in the volume of straight-moving vehicles per unit time when pedestrian-vehicle separated signal control is adopted at the intersection based on the traffic condition data, The creating means may be configured to create a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value and the second evaluation value. [Appendix 10] The above-mentioned signal control system further comprises: The traffic light control system may be configured to include a means for changing the display content of a display board that displays the signal control method currently being implemented at the traffic lights at the intersection, in accordance with the signal control schedule. [Appendix 11] In the above-described signal control system, a configuration can be adopted in which a counter or a graphic indicating the waiting time until the next signal according to the currently implemented signal control system is displayed on the display board. [Appendix 12] The above-mentioned signal control system further comprises: The system may be configured to include a means for notifying vehicles near the intersection of the signal control method currently being implemented by the traffic lights at the intersection in accordance with the signal control schedule. [Appendix 13] In the above-mentioned signal control system, A configuration may be adopted in which a counter or a graphic indicating the waiting time until the next signal phase according to the currently implemented signal control system is notified to the vehicle. [Appendix 14] The above-mentioned signal control system can be configured to implement signal control that extends the all-red time in one cycle for a predetermined time after switching from a signal control other than the pedestrian-vehicle separated signal control to the pedestrian-vehicle separated signal control. [Appendix 15] Obtain traffic status data for a specified period of time regarding the movement of vehicles and pedestrians at an intersection, calculating a first evaluation value representing a degree of congestion of the vehicle caused by an intersection of the flow lines of the vehicle and the pedestrian during the predetermined past time based on the traffic condition data; creating a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; How to create a signal control schedule. [Appendix 16] A process of acquiring traffic status data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a process of calculating a first evaluation value representing a degree of congestion of the vehicle caused by an intersection of the flow lines of the vehicle and the pedestrian during the predetermined past time based on the traffic condition data; a process of creating a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; A computer-readable recording medium that stores a program that causes a computer to execute the above. Note that, like Supplementary Note 1, the embodiments of Supplementary Note 15 and Supplementary Note 16 can be developed into the embodiments of Supplementary Note 2 to Supplementary Note 14.

[0079] The disclosures of the above-cited patent documents are incorporated herein by reference and may be used as the basis or part of the present invention, as necessary. Modifications and adjustments of the embodiments and examples are possible within the scope of the entire disclosure of the present invention (including the claims), and further based on its basic technical concept. Furthermore, various combinations and selections (including partial deletions) of the various disclosed elements (including each element of each claim, each element of each embodiment or example, each element of each drawing, etc.) are possible within the scope of the disclosure of the present invention. In other words, the present invention naturally embraces various modifications and alterations that would be possible by a person skilled in the art in accordance with the entire disclosure and technical concept, including the claims. In particular, with regard to the numerical ranges set forth herein, any numerical value or subrange within that range should be construed as specifically set forth, even if not otherwise specified. Furthermore, the disclosures of the above-cited documents, when used in part or in whole in combination with the disclosures herein as part of the disclosure of the present invention, in accordance with the spirit of the present invention, are also deemed to be included in the disclosures of this application. [Explanation of symbols]

[0080] 10, 100, 100a, 100b Signal Control System 11, 101 Data acquisition method 12, 102 Calculation means 13, 103, 203 Creation methods 14, 140 cameras 15 Signal Control Schedule 104, 304 Signal control means 105 Display board control means 106 Time-of-day residence time database (Time-of-day residence time DB) 107 Second calculation method 108 Signal control method notification means 900 Information Processing Equipment 901 CPU(Central Processing Unit) 902 ROM (Read Only Memory) 903 RAM (Random Access Memory) 904 Program 905 Storage device 906 Recording Media 907 Drive unit 908 Communication Interface 909 Communication Network 910 Input / Output Interface 911 Bus S1 Vehicle Signal S2 Pedestrian traffic light D, D1, D2 display board

Claims

1. data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value, which is a statistical value representing the degree of congestion of the vehicle caused by an intersection of the flow lines of the vehicle and the pedestrian during the predetermined past time, based on the traffic condition data; a creating means for creating a signal control schedule including timings for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; A signal control system comprising:

2. data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value based on the traffic condition data; a generation means for generating a signal control schedule including timings for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; a signal control means for switching the control method of the traffic lights at the intersection in accordance with the created signal control schedule; A signal control system comprising:

3. data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value based on the traffic condition data; a generation means for generating a signal control schedule including timings for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; Equipped with the first calculation means calculates the first evaluation value using a statistical value of a left-turn waiting time during which a left-turning vehicle waits for pedestrians to pass in front of a crosswalk at a destination of the left turn during the predetermined time in the past. Signal control system.

4. 4. The signal control system according to claim 3, wherein the first calculation means calculates the first evaluation value using a statistical value of the left turn waiting time for the past predetermined time and a statistical value of a right turn waiting time for a right turning vehicle to wait for pedestrians to pass in front of a crosswalk at the destination of the right turn.

5. data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value based on the traffic condition data; a generation means for generating a signal control schedule including timings for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; Equipped with the first calculation means calculates the first evaluation value using a statistical value of a time during which a pedestrian at a crosswalk ahead of a left-turning vehicle is positioned on the crosswalk during the past predetermined time period. Signal control system.

6. the first calculation means calculates the first evaluation values ​​for opposing lanes at the intersection, 6. The signal control system according to claim 1, wherein the creation means creates a signal control schedule including timing for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value.

7. data acquisition means for acquiring traffic condition data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a first calculation means for calculating a first evaluation value for each time period based on the traffic condition data; a creating means for creating a signal control schedule including timings for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; A signal control system comprising:

8. Obtain traffic status data for a specified period of time regarding the movement of vehicles and pedestrians at an intersection, calculating a first evaluation value, which is a statistical value representing a degree of congestion of the vehicle caused by an intersection of the flow lines of the vehicle and the pedestrian during the past predetermined time, based on the traffic condition data; creating a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; How to create a signal control schedule.

9. Obtain traffic status data for a specified period of time regarding the movement of vehicles and pedestrians at an intersection, calculating a first evaluation value for each time period based on the traffic condition data; creating a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; How to create a signal control schedule.

10. A process of acquiring traffic status data relating to the movement of vehicles and pedestrians at an intersection for a predetermined period of time in the past; a process of calculating a first evaluation value, which is a statistical value representing the degree of congestion of the vehicle caused by an intersection of the flow lines of the vehicle and the pedestrian during the past predetermined time, based on the traffic condition data; a process of creating a signal control schedule for implementing pedestrian-vehicle separated signal control at the intersection based on the first evaluation value; A program that causes a computer to execute the following.

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