Traffic signal control system and traffic signal control method

Abstract

To enable a vehicle approaching an alternating traffic section to smoothly and efficiently pass through the alternating traffic section.SOLUTION: When a vehicle C1 approaches an alternating traffic section while a traffic light 25A is green denoting an access permission state, an approaching vehicle detection sensor 29A detects this vehicle C1 and measures the speed v and distance x of the vehicle C1. A time t till the vehicle C1 enters the alternating traffic section is measured using the measured v and x, and the access permission state of the traffic light 25A is maintained until the time t elapses. Furthermore, when the vehicle C1 approaching the alternating traffic section goes out of the detection range of the approaching vehicle detection sensor 29A and the vehicle C1 can no longer be detected by the approaching vehicle detection sensor 29A, the access permission state of the traffic light 25A is maintained until the passage of the vehicle C1 is detected by a passing vehicle detection sensor 22A.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a traffic signal control system and a traffic signal control method that can smoothly and efficiently pass approaching vehicles in an alternating traffic section through the alternating traffic section.

Background Art

[0002] Conventionally, when road construction or the like is carried out on a road with two or more lanes, traffic guidance is performed to alternately pass vehicles traveling in both directions in one lane. At this time, if guides are arranged at both ends of the alternating traffic section to control the passage of vehicles, the number of necessary personnel increases.

[0003] For this reason, a conventional technique of installing traffic signals at both ends of an alternating traffic section is known. For example, in Patent Document 1, a vehicle detection device is installed on the road shoulder of an alternating traffic section, and approaching vehicles are detected by this vehicle detection device. When the approach time of vehicles arriving at the alternating traffic section from one direction is late and vehicles in the other direction approach the alternating traffic section earlier, a technique is disclosed in which the traffic signal is controlled to change the passing direction to make traffic jams less likely to occur.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, even if the above-mentioned Patent Document 1 is used, if a vehicle is approaching from one side of an alternating traffic section and no oncoming vehicle is approaching from the other side, it is undesirable for the vehicle to be unnecessarily held up at the traffic light. This is because, when no oncoming vehicle is approaching from the other side, the vehicle should be allowed to pass through the alternating traffic section smoothly without being stopped. For this reason, a crucial issue is how to allow approaching vehicles to pass through the alternating traffic section smoothly and efficiently.

[0006] The present invention has been made to solve the problems of the prior art described above, and aims to provide a traffic signal control system and a traffic signal control method that can allow vehicles approaching an alternating traffic section to pass through the alternating traffic section smoothly and efficiently. [Means for solving the problem]

[0007] To solve the above problems, the present invention provides a traffic signal control system having a plurality of traffic signals arranged at both ends of an alternating traffic section and a control device for controlling each traffic signal, wherein the control device includes a speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, and a time calculation means for calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed. A means for calculating the direction of movement of a vehicle approaching the first end, At least the time calculated by the time calculation means and the direction of movement calculated by the direction of movement calculation means Based on this, the system includes control means for controlling the switching timing of the first signal located at the first end. If the control means determines that the vehicle will deviate into the oncoming lane based on the direction of movement calculated by the direction of movement calculation means, it extends the duration of the green light of the first traffic light until the vehicle passes the first end. It is characterized by the following:

[0013] Furthermore, this invention A traffic signal control system comprising a plurality of traffic signals arranged at both ends of an alternating traffic section, and a control device for controlling each traffic signal, wherein the control device includes a speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, and a time calculation means for calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, Acceleration / deceleration detection means for detecting the acceleration and deceleration of a vehicle approaching the first end. And, Even if not, based on the time calculated by the time calculation means and the acceleration / deceleration detected by the acceleration / deceleration detection means , the first end is provided Controls the switching timing of traffic light 1. Equipped with control means It is characterized by the following:

[0014] Furthermore, the present invention is characterized in that, in the above invention, the control means extends the time of the green light of the first traffic light until the vehicle passes the first end, when the acceleration of the vehicle is detected by the acceleration / deceleration detection means and the speed of the vehicle is greater than or equal to a predetermined value.

[0015] Furthermore, this invention A traffic signal control system comprising a plurality of traffic signals arranged at both ends of an alternating traffic section, and a control device for controlling each traffic signal, wherein the control device includes a speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, and a time calculation means for calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, Braking distance calculation means for calculating the shortest braking distance required for a vehicle approaching the first end to come to a safe stop by braking. And, Even if not, based on the time calculated by the aforementioned time calculation means and the braking distance calculated by the aforementioned braking distance calculation means , the first end is provided Controls the switching timing of traffic light 1. Equipped with control means It is characterized by the following:

[0016] Furthermore, the present invention further comprises, in the above invention, a rapid deceleration determination means for determining whether or not rapid deceleration of a predetermined value or more is required based on the braking distance calculated by the braking distance calculation means, and if the rapid deceleration determination means determines that rapid deceleration of a predetermined value or more is required, the control means extends the time of the green light of the first traffic signal until the vehicle passes the first end.

[0017] Furthermore, this invention A traffic signal control system comprising a plurality of traffic signals arranged at both ends of an alternating traffic section, and a control device for controlling each traffic signal, wherein the control device includes a speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, and a time calculation means for calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, Size calculation means for calculating the size of a vehicle approaching the first end. And, Even if not, based on the time calculated by the time calculation means and the size of the vehicle calculated by the size calculation means , the first end is provided Controls the switching timing of traffic light 1. Equipped with control means It is characterized by the following:

[0018] Furthermore, the present invention relates to a signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, wherein the control device comprises a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, and a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed. The control device includes a movement direction calculation step for calculating the direction of movement of a vehicle approaching the first end, a control step in which the control device controls the switching timing of the first traffic signal disposed at the first end based on at least the time calculated in the time calculation step. Furthermore, if the control step determines that the vehicle will deviate into the oncoming lane based on the direction of movement calculated in the direction of movement calculation step, the control step extends the duration of the green light of the first traffic signal until the vehicle passes the first end. characterized by this. Furthermore, the present invention relates to a signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, characterized in that the control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, a time calculation step of calculating the time until the vehicle reaches the first end based on the vehicle's speed, an acceleration / deceleration detection step of detecting the acceleration / deceleration of a vehicle approaching the first end, and a control step of controlling the switching timing of a first signal light arranged at the first end based on at least the time calculated by the time calculation step and the acceleration / deceleration detected by the acceleration / deceleration detection step. Furthermore, the present invention relates to a signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, characterized in that the control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, a braking distance calculation step of calculating the shortest braking distance required for the vehicle approaching the first end to stop safely by braking, and a control step of controlling the switching timing of a first signal light arranged at the first end based on at least the time calculated in the time calculation step and the braking distance calculated in the braking distance calculation step. Furthermore, the present invention relates to a signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, characterized in that the control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, a size calculation step of calculating the size of the vehicle approaching the first end, and a control step of controlling the switching timing of a first signal light arranged at the first end based on at least the time calculated in the time calculation step and the size of the vehicle calculated in the size calculation step.

Advantages of the Invention

[0019] According to the present invention, approaching vehicles in the alternating traffic section can smoothly and efficiently pass through the alternating traffic section.

Brief Description of the Drawings

[0020] [Figure 1] FIG. 1 is an explanatory diagram of the outline of the traffic signal control system according to the embodiment. [Figure 2] FIG. 2 is a diagram showing an example of the device installed at the end of the alternating traffic section. [Figure 3] FIG. 3 is a diagram showing the system configuration of the traffic signal control system. [Figure 4] FIG. 4 is a diagram showing the external configuration of the passing management device shown in FIG. 3. [Figure 5] FIG. 5 is a diagram showing the configuration of the passing management device shown in FIG. 3. [Figure 6] FIG. 6 is a diagram showing the configuration of the guide staff terminal device shown in FIG. 3. [Figure 7] FIG. 7 is a diagram showing the configuration of the management device shown in FIG. 3. [Figure 8] FIG. 8 is a diagram showing an example of the setting data and braking distance data shown in FIG. 7. [Figure 9] FIG. 9 is a diagram showing the gist of the overhang determination regarding an approaching vehicle. [Figure 10] FIG. 10 is a diagram showing the control gist regarding the maintenance of the entry permission state. [Figure 11] FIG. 11 is a diagram (Part 1) showing the control gist regarding the switching from the entry prohibited state to the entry permitted state. [Figure 12] Figure 12 is a diagram (part 2) showing the control procedure for switching from a no-entry state to an permitted entry state. [Figure 13] Figure 13 shows the control procedure for switching control modes. [Figure 14] Figure 14 is a flowchart showing the processing procedure for maintaining the access permission status in the control device. [Figure 15] Figure 15 is a flowchart showing the processing procedure for switching from an entry-restricted state to an entry-permitted state in the control device. [Figure 16] Figure 16 is a flowchart showing the processing procedure for switching control modes in the control device. [Modes for carrying out the invention]

[0021] The embodiments of the signal control system and signal control method according to this embodiment will be described in detail below with reference to the drawings.

[0022] [Embodiment] <Overview of the Traffic Signal Control System> First, an overview of the traffic signal control system according to this embodiment will be described. Figure 1 is an explanatory diagram illustrating the overview of the traffic signal control system according to this embodiment. In Figure 1, road construction is being carried out in the illustrated construction area of ​​a two-lane road consisting of one lane in each direction, and a portion of one lane is unusable due to this road construction. Therefore, an alternating traffic section is established using the remaining lane. The two lanes of the road will be referred to as lane A and lane B.

[0023] To control vehicle traffic in alternating traffic sections, a traffic light 25A, a passing vehicle detection sensor 22A, and an approaching vehicle detection sensor 29A are installed at one end (the first end) of the alternating traffic section, and a traffic light 25B, a passing vehicle detection sensor 22B, and an approaching vehicle detection sensor 29B are installed at the other end (the second end).

[0024] In the traffic signal control system shown in Figure 1, a vehicle approaching an alternating traffic section is detected, and the traffic signals are switched to allow the vehicle to safely pass through the alternating traffic section.

[0025] As shown in Figure 1(a), when the traffic light 25A is green, indicating permission to enter, if vehicle C1 approaches the alternating traffic section, the approaching vehicle detection sensor 29A detects vehicle C1 and measures the speed v of vehicle C1 and the distance x from the approaching vehicle detection sensor 29A.

[0026] The traffic signal control system uses the measured v and x to calculate the time t until vehicle C1 enters the alternating traffic section, and maintains the entry permission state of traffic signal 25A until this time t has elapsed. Alternatively, the system may maintain the entry permission state of traffic signal 25A until the passing vehicle detection sensor 22A detects the passage of vehicle C1.

[0027] Furthermore, as shown in Figure 1(b), if vehicle C1 approaching the alternating traffic section moves outside the detection range of the approaching vehicle detection sensor 29A, making it impossible for the approaching vehicle detection sensor 29A to detect vehicle C1, the signal control system maintains the entry permission state of the signal 25A until the passing vehicle detection sensor 22A detects the passage of vehicle C1.

[0028] As described above, the traffic signal control system according to this embodiment is configured to detect vehicles approaching the alternating traffic section and to control the switching of traffic signals according to the status of these vehicles, thereby enabling approaching vehicles to pass through the alternating traffic section smoothly and efficiently.

[0029] <Configuration of the traffic signal control system> Next, a device to be installed at the end of an alternating traffic section in the traffic signal control system according to this embodiment will be described. Figure 2 shows an example of a device to be installed at the end of an alternating traffic section. As shown in Figure 2, the traffic management device 20A is installed by mounting the traffic management device 20A on the cargo bed of vehicle C2 and parking vehicle C2 at the end of the alternating traffic section. This traffic management device 20A is a device that includes the passing vehicle detection sensor 22A, traffic signal 25A, and approaching vehicle detection sensor 29A shown in Figure 1. In addition, a stop line is provided in front of the traffic management device 20A, and vehicles that stop at the stop line are detected by the approaching vehicle detection sensor 29A. Furthermore, the path that vehicles should travel may be defined by appropriately arranging road cones.

[0030] Similarly, at the other end of the alternating traffic section, a traffic management device 20B including a passing vehicle detection sensor 22B, a traffic signal 25B, and an approaching vehicle detection sensor 29B will be installed. Note that the traffic management device 20A, etc., does not necessarily need to be used mounted on a vehicle; depending on road conditions, it may be removed from the vehicle and installed separately.

[0031] Next, the system configuration of the signal control system according to this embodiment will be described. Figure 3 is a diagram showing the system configuration of the signal control system according to this embodiment. As shown in Figure 3, the traffic control device 20A, the traffic control device 20B, and the traffic controller terminal device 30 are connected to the control device 40 so as to be able to communicate with it. Wireless communication is used for communication between the control device 40 and the other devices, and the control device 40 can be installed at any location as long as it is within the range where wireless communication with the other devices is possible.

[0032] <Configuration of the passage control device 20> Next, the passage control devices 20A and 20B shown in Figure 3 will be described. Since the passage control devices 20A and 20B have the same configuration, they will be described as passage control device 20.

[0033] Figure 4 shows the external configuration of the traffic control device 20 shown in Figure 3. As shown in Figure 4, the traffic control device 20 has a main body having a passing vehicle detection sensor 22, a display unit 23, a speaker 24, and an approaching vehicle detection sensor 29, a traffic signal 25 connected to the main body, and legs that support the main body, with casters 28 and a battery 27 provided on the legs.

[0034] The passing vehicle detection sensor 22 is a device that detects the passage of vehicles entering and exiting an alternating traffic section. The passing vehicle detection sensor 22 detects vehicles entering and exiting an alternating traffic section by emitting light or radio waves and receiving the reflected waves.

[0035] The display unit 23 is a display device such as an LED panel. The speaker 24 is an audio output device that outputs warning sounds or message voices as needed. The display unit 23 and speaker 24 are used, for example, to notify a vehicle that has stopped a short distance from the stop line of a message such as "Please move forward a little and wait at the stop line."

[0036] Traffic light 25 has a red light that is controlled to illuminate when entry is prohibited, and a blue light that is controlled to illuminate when entry is permitted. The red and blue lights can also be made to flash as needed.

[0037] The approaching vehicle detection sensor 29 is a device that detects vehicles approaching an alternating traffic section or vehicles that have stopped before entering an alternating traffic section, and is installed so that the driving lane entering the alternating traffic section is within its detection range. The approaching vehicle detection sensor 29 detects the direction, distance, and speed of vehicles approaching the alternating traffic section by emitting radio waves such as millimeter waves and receiving the reflected waves. Alternatively, it can detect the position of an approaching vehicle by performing image processing such as pattern matching on images captured by a camera such as a stereo camera. In this embodiment, the case in which detection is performed using a sensor (millimeter wave sensor) that utilizes millimeter waves (mainly in the 30GHz to 300GHz band) will be described.

[0038] Millimeter-wave sensors are capable of quickly detecting the position and speed of moving vehicles and people. They possess strong directivity, excellent environmental resistance (resistant to rain, fog, snow, and dirt), the ability to miniaturize antennas, and high information transmission capacity. This millimeter-wave sensor generates millimeter-wave signals using a synthesizer, transmits millimeter waves from a transmitting antenna, receives the reflected waves reflected by the vehicle with a receiving antenna, and detects the distance and speed to the vehicle based on the reception results. In this case, millimeter waves are transmitted from multiple transmitting antennas, and multiple reflected waves are received by multiple receiving antennas. When the direction and distance are plotted on a planar coordinate system, a point cloud of data with a distribution shape corresponding to the positions of some of the vehicles that reflected the radio waves is obtained.

[0039] The battery 27 is used as the power source for the passage control device 20. The casters 28 are provided to allow the passage control device 20 to rotate while tilted on the ground, and are used to assist in the movement of the passage control device 20.

[0040] Figure 5 shows the configuration of the traffic control device 20 shown in Figure 3. As shown in Figure 5, the traffic control device 20 includes, in addition to the previously described passing vehicle detection sensor 22, display unit 23, speaker 24, traffic signal 25, and approaching vehicle detection sensor 29, a wireless communication unit 21 and a control unit 26.

[0041] The wireless communication unit 21 is a communication interface unit for wireless communication with the management device 40 using well-known technologies such as low-power communication, wireless LAN, or LTE (Long Term Evolution) communication.

[0042] The control unit 26 is a control unit that performs overall control of the traffic management device 20 and includes an approach detection unit 26a, a passage detection unit 26b, and a vehicle guidance unit 26c. In practice, these programs are loaded into the CPU (Central Processing Unit) and executed, causing the approach detection unit 26a, the passage detection unit 26b, and the vehicle guidance unit 26c to execute the processes corresponding to them.

[0043] The proximity detection unit 26a is a processing unit that performs processing related to the detection of vehicles approaching the alternating traffic section. The proximity detection unit 26a uses the output of the approaching vehicle detection sensor 29 to detect the direction, distance, and speed of vehicles approaching the alternating traffic section, and transmits the detection results as proximity detection results to the management device 40. Vehicles that have stopped at the stop line are transmitted with a speed of 0.

[0044] The passage detection unit 26b is a processing unit that performs processing related to the detection of vehicles entering and exiting the alternating traffic section. The passage detection unit 26b uses the output of the passing vehicle detection sensor 22 to detect the passage of vehicles entering and exiting the alternating traffic section and transmits the detection result as a passage detection result to the management device 40.

[0045] The vehicle guidance unit 26c is a processing unit that controls the lighting of the traffic signal 25. The vehicle guidance unit 26c controls vehicle traffic by switching between an entry-prohibited state and an entry-permitted state of the traffic signal 25 and controlling the lighting. In addition, the vehicle guidance unit 26c can guide vehicles, such as adjusting the stopping position, by outputting messages via the display unit 23 and speaker 24 as needed.

[0046] <Configuration of the guide terminal device 30> Next, the configuration of the guide terminal device 30 shown in Figure 3 will be described. Figure 6 is a diagram showing the configuration of the guide terminal device 30 shown in Figure 3. As shown in Figure 6, the guide terminal device 30 has a wireless communication unit 31, a display unit 32, an operation unit 33, a speaker 34, and a control unit 35.

[0047] The wireless communication unit 31 is a communication interface unit for wireless communication with the management device 40 using well-known technologies such as low-power communication, wireless LAN, or LTE communication. The display unit 32 is composed of a display device such as an LCD panel and is used for display output to the guide. The operation unit 33 is composed of an operation device such as a button and is used to receive operations from the guide. Alternatively, the display unit 32 and the operation unit 33 may be configured as a single unit using a touch panel display or the like. The speaker 34 is an audio output device used for audio output to the guide.

[0048] The control unit 35 is a control unit that performs overall control of the guide terminal device 30 and includes a signal notification unit 35a and a mode notification unit 35b. In practice, by loading these programs into the CPU and executing them, the signal notification unit 35a and the mode notification unit 35b are made to execute the processes corresponding to them, respectively.

[0049] The signal notification unit 35a processes information about the signals 25 of all through-control devices 20 connected to the control device 40 and notifies the traffic controllers. When the signal notification unit 35a receives information about the signals 25 from the control device 40, it displays this information on the display unit 32. The information received from the control device 40 can also be notified using the speaker 34.

[0050] The mode notification unit 35b performs the process of notifying the guide of the signal switching control mode. When the mode notification unit 35b receives the signal switching control mode from the management device 40, it displays this control mode on the display unit 32. The notification of the control mode received from the management device 40 can also be done using the speaker 34.

[0051] <Configuration of the control device 40> Next, the configuration of the management device 40 shown in Figure 3 will be described. Figure 7 is a diagram showing the configuration of the management device 40 shown in Figure 3. As shown in Figure 7, the management device 40 has a wireless communication unit 41, a display unit 42, an operation unit 43, a speaker 44, a storage unit 45, and a control unit 46.

[0052] The wireless communication unit 41 is a communication interface unit for wireless communication between the passage management device 20 and the guide terminal device 30 using well-known technologies such as low-power communication, wireless LAN, or LTE communication. The display unit 42 is composed of a display device such as a liquid crystal panel and is used for display output to the operator. The operation unit 43 is composed of an operation device such as a button and is used for receiving operations from the operator. Alternatively, the display unit 42 and the operation unit 43 may be configured as a single unit using a touch panel display or the like. The speaker 44 is an audio output device used for audio output to the operator.

[0053] The storage unit 45 is a storage device consisting of a hard disk drive or non-volatile memory, and stores setting data 45a, approaching vehicle data 45b, and braking distance data 45c. The setting data 45a is data that shows the values ​​of various settings for controlling the traffic signal 25. The approaching vehicle data 45b is data that plots the position of the detected part of the outer shape of a vehicle approaching the alternating traffic section on a planar coordinate system, using the distance and direction included in the approach detection result received from the passage management device 20. More details will be described later. The braking distance data 45c is data that shows the shortest braking distance required for a vehicle traveling at a certain speed to safely brake and come to a stop.

[0054] The control unit 46 is a control unit that performs overall control of the management device 40 and includes a setting management unit 46a, a mode control unit 46b, a signal control unit 46c, a vehicle management unit 46d, and a lane departure detection unit 46e. In practice, by loading these programs into the CPU and executing them, the process corresponding to the setting management unit 46a, the mode control unit 46b, the signal control unit 46c, the vehicle management unit 46d, and the lane departure detection unit 46e is executed, respectively.

[0055] The setting management unit 46a is a processing unit that manages the setting data 45a. When the setting management unit 46a receives the upper limit setting time, entry permission state setting time, switching setting time, set distance, and set speed from the operation unit 43, it stores the received data in the setting data 45a. Here, the upper limit setting time is the maximum time from when the traffic light 25 is switched to the entry permission state until it is switched to the entry prohibition state. The entry permission state setting time is the setting time required to maintain the entry permission state of the traffic light 25, assuming the time from when one vehicle C1 enters the alternating traffic section until the next vehicle enters. The switching setting time is the setting time from when traffic light 25B is in the entry prohibition state and traffic light 25A is switched from the entry permission state to the entry prohibition state until traffic light 25B is switched to the entry permission state. The set distance is the threshold braking distance as a condition for switching traffic light 25 to the entry prohibition state in relation to an approaching vehicle C1. Furthermore, the set speed is the threshold speed required to safely allow an approaching vehicle C1 to enter the alternating traffic section.

[0056] The mode control unit 46b is a processing unit that controls the switching of the control mode of the traffic signal 25. The control modes include a time control mode, a detection control mode, and a manual control mode. The mode control unit 46b receives a mode switching operation from the operation unit 43 or switches the control mode based on predetermined conditions.

[0057] The time control mode is a control mode that switches between an entry-prohibited state and an entry-permitted state based on the elapsed time of a predetermined period. In the time control mode, the switching control of the traffic signal 25 is performed regardless of whether there are vehicles approaching the alternating traffic section or vehicles stopped near the stop line. In cases of relatively heavy traffic, even if no vehicles are detected at a particular point in time, there is a high probability that vehicles will enter before the entry-permitted state ends. Therefore, switching the state of the traffic signal 25 at a predetermined timing reduces the overall waiting time and makes vehicle traffic more efficient.

[0058] The detection control mode is a control mode in which traffic light 25 is kept in a no-entry state and then switched to an entry-permitted state only when a vehicle approaching the alternating traffic section or a vehicle stopped near the stop line is detected. If no vehicle enters even after traffic light 25 is set to an entry-permitted state, it would unnecessarily extend the waiting time for other traffic lights 25. Therefore, when traffic volume is relatively low, the detection control mode can be used to switch to an entry-permitted state only when an approaching or stopped vehicle is present, thereby reducing the overall waiting time and making vehicle traffic more efficient.

[0059] The manual control mode is a control mode that controls traffic by switching the state of the traffic signal 25 based on the operation of a traffic controller. This manual control mode is used when there is an abnormality in the conditions of the alternating traffic section or the traffic signal control system.

[0060] When the mode control unit 46b receives a mode switching operation from the operation unit 43, it switches to the accepted control mode and notifies the guide terminal device 30 of the switched control mode.

[0061] Furthermore, when operating in time control mode, the mode control unit 46b switches to detection control mode and notifies the guide terminal device 30 of the detection control mode if, for a predetermined number of consecutive times (for example, 3 times), vehicles enter from only one lane from a lane that is permitted to enter.

[0062] The signal control unit 46c is a processing unit that controls all the signals 25 included in the signal control system. For example, if the signal control system includes two passage management devices 20A and 20B as passage management devices 20, then the signals 25A and 25B of each respective passage management device 20 are the targets of control.

[0063] Furthermore, when the signal control unit 46c switches the signal 25, which is in an entry-permitted state, to an entry-prohibited state, it performs the following process to maintain the entry-permitted state until predetermined conditions are met. Here, we will explain the case when the signal 25A of the passage management device 20A is switched.

[0064] If the signal control unit 46c has switched the signal light 25A to the entry permit state and the upper limit setting time of the setting data 45a has elapsed, or if the signal light 25A has switched to the entry permit state and the vehicle management unit 46d has received a notification of passage from the passage management device 20A and the entry permit state setting time of the setting data 45a has elapsed (hereinafter collectively referred to as the "set time elapsed state"), and has not received an approach notification from the vehicle management unit 46d from the passage management device 20A, then the signal control unit 46c switches the signal light 25A to the entry prohibition state.

[0065] Furthermore, the signal control unit 46c calculates the direction of movement of the approaching vehicle from the time-series data of the approaching vehicle data 45b. This direction of movement of the vehicle refers to the direction in which the vehicle is approaching. For example, it calculates whether the vehicle is approaching in the left lane of a two-lane road, or whether it is gradually changing direction from the left lane to the right lane as it approaches. This approaching direction is calculated based on the detection result of which direction the point cloud data representing the vehicle is moving in on the XY plane, using a planar coordinate system where the origin is the position of the approaching vehicle detection sensor 29, the front depth direction as seen from the approaching vehicle detection sensor 29 is the vertical axis (Y axis), and the left-right direction perpendicular to the vertical axis is the horizontal axis (X axis).

[0066] Subsequently, based on the direction of movement of the approaching vehicle, the signal 25A is switched to a no-entry state. Specifically, after a set time has elapsed, if the vehicle management unit 46d has received an approach notification from the passage management device 20A, and then the passage detection unit 46e has received a passage notification from the vehicle management unit 46d, the signal 25A is switched to a no-entry state, conditional on receiving a passage notification from the passage management device 20A.

[0067] Furthermore, the signal control unit 46c switches the signal light 25A to a no-entry state based on the acceleration and deceleration of the approaching vehicle. Specifically, after a set time has elapsed, the unit receives a fixed-point approach status notification from the vehicle management unit 46d, including speed v and acceleration a. If acceleration a is a positive value, the unit switches the signal light 25A to a no-entry state, conditional on receiving a passage notification from the vehicle management unit 46d for the passage management device 20A. Here, the fixed-point approach status notification is data of the passing vehicle, including speed v and acceleration a, detected by the passage management device 20A.

[0068] Furthermore, when the set time has elapsed, the signal control unit 46c receives a notification from the vehicle management unit 46d regarding the fixed-point approach status of the passage management device 20A, including speed v and acceleration a. If acceleration a is 0 or less, it extracts the braking distance w relative to speed v from the braking distance data 45c. If the braking distance w is greater than or equal to the set distance in the set data 45a, it switches the signal light 25A to the no-entry state, conditional on receiving a passage notification from the vehicle management unit 46d regarding the passage management device 20A.

[0069] If the braking distance w is less than the distance set in the setting data 45a, the traffic light 25A is switched to the no-entry state.

[0070] Furthermore, the above process of switching the traffic signal 25A to the no-entry state, conditional on receiving a passage notification from the vehicle management unit 46d to the passage management device 20A, can also be performed by the following process: The signal control unit 46c uses the speed v and distance x or set distance included in the approach notification from the passage management device 20A received from the vehicle management unit 46d to calculate the time t until the vehicle enters the alternating traffic section, and after this time t has elapsed, switches the traffic signal 25A to the no-entry state.

[0071] Furthermore, when the signal control unit 46c switches the signal 25, which is in a no-entry state, to an entry-permitted state, it performs the following processing. Here, we will explain the case when the signal 25A of the passage management device 20A is switched.

[0072] The signal control unit 46c switches signal 25A to the no-entry state, then switches signal 25B to the permitted-entry state, and then switches signal 25B, which is in the permitted-entry state, to the no-entry state based on the above control.

[0073] Subsequently, if the signal control unit 46c receives a stop notification from the vehicle management unit 46d for the passage management device 20A, or if it has not received either a stop notification or an approach notification from the passage management device 20A, it switches the signal light 25A to the entry permission state after the switching setting time of the setting data 45a has elapsed.

[0074] Furthermore, when the signal control unit 46c receives an approach notification and a vehicle classification notification from the vehicle management unit 46d for the passage management device 20A, if the vehicle classification notification includes a large vehicle, or if the vehicle classification notification does not include a large vehicle (hereinafter referred to as "non-large vehicle approach state") and the control mode is time control mode, it calculates the time t until the vehicle enters the alternating traffic section using the speed v and distance x of the vehicle included in the approach notification from the passage management device 20A. If the speed v is faster than the set speed in the setting data 45a, the signal light 25A is switched to the entry permission state after t-2 seconds. If the speed v is less than or equal to the set speed in the setting data 45a, the signal light 25A is switched to the entry permission state after t-4 seconds.

[0075] Furthermore, if the signal control unit 46c is in detection control mode when a non-large vehicle is approaching (hereinafter referred to as "detection control non-large vehicle approaching state"), and does not receive an approach notification from the vehicle management unit 46d for the passage management device 20B, or if it receives a vehicle classification notification from the vehicle management unit 46d for the passage management device 20B and this vehicle classification notification does not include large vehicles, it calculates the time t until the vehicle enters the alternating traffic section using the vehicle's speed v and distance x included in the approach notification from the passage management device 20A. If the speed v is faster than the set speed in the setting data 45a, it switches the signal 25A to the entry permission state after t-2 seconds. If the speed v is less than or equal to the set speed in the setting data 45a, it switches the signal 25A to the entry permission state after t-4 seconds.

[0076] Furthermore, when a non-large vehicle is approaching during detection and control, the signal control unit 46c receives a vehicle classification notification from the vehicle management unit 46d via the passage management device 20B. If the vehicle classification notification includes a large vehicle, the signal light 25B is switched to the entry permission state.

[0077] The vehicle management unit 46d is a processing unit that uses the proximity detection results and passing detection results received from the passage management device 20 to derive vehicle status such as vehicle classification and acceleration, and manages the approaching vehicle data 45b. When the vehicle management unit 46d receives proximity detection results from the passage management device 20, it passes the speed v and distance x included in these proximity detection results to the signal control unit 46c as an approach notification.

[0078] Furthermore, if the speed v included in the approach detection result received from the passage management device 20 is 0, the vehicle management unit 46d passes the stop notification to the signal control unit 46c.

[0079] Furthermore, if the distance x included in the approach detection result received from the passage management device 20 is equal to the set distance in the set data 45a, the vehicle management unit 46d calculates the acceleration a using the speed v included in the received approach detection result and the speed v' included in the most recent approach detection result, and passes the speed v and acceleration a to the signal control unit 46c as a fixed-point approach status notification.

[0080] Furthermore, the vehicle management unit 46d generates approaching vehicle data 45b using the direction and distance included in the approach detection result received from the passage management device 20. The approaching vehicle data 45b is data plotted on a planar coordinate system representing a plane including the detection range of the approaching vehicle detection sensor 29, showing the distance and direction to a part of the outer shape of a vehicle approaching the alternating traffic section as detected by the approaching vehicle detection sensor 29 (in this embodiment, the origin represents the position of the approaching vehicle detection sensor 29, the vertical axis is the front depth direction as seen from the sensor, and the horizontal axis is the left-right direction perpendicular to the vertical axis). The vehicle management unit 46d determines whether the vehicle is a large vehicle or not based on the size of the vehicle estimated from the generated approaching vehicle data 45b, and passes the determination result to the signal control unit 46c as a vehicle classification notification.

[0081] Furthermore, if the vehicle management unit 46d receives a passage detection result from the passage management device 20, it passes the passage notification to the signal control unit 46c.

[0082] The lane departure detection unit 46e is a processing unit that determines whether a vehicle approaching an alternating traffic section has deviated from its driving lane into the opposite lane. If approaching vehicle data 45b is generated, the lane departure detection unit 46e compares the approaching vehicle data 45b generated subsequently in chronological order. In this chronological comparison, if the approaching vehicle data 45b moves near the boundary of the detection range of the approaching vehicle detection sensor 29 and then disappears, the lane departure detection unit 46e determines that a vehicle approaching an alternating traffic section has deviated from its driving lane into the opposite lane and passes a lane departure notification to the signal control unit 46c.

[0083] Next, an example of data stored in the storage unit 45 of the management device 40 shown in Figure 7 will be described. Figure 8 shows an example of the setting data 45a and braking distance data 45c shown in Figure 7.

[0084] The setting data 45a shown in Figure 8(a) indicates a state where the upper limit setting time is "60 seconds", the entry permission state setting time is "15 seconds", the switching setting time is "10 seconds", the set distance is "50 m", and the set speed is "40 km / h".

[0085] The braking distance data 45c shown in Figure 8(b) associates a braking distance of "9m" with a speed of "20km / h", a braking distance of "15m" with a speed of "30km / h", a braking distance of "22m" with a speed of "40km / h", a braking distance of "32m" with a speed of "50km / h", a braking distance of "44m" with a speed of "60km / h", a braking distance of "58m" with a speed of "70km / h", and a braking distance of "76m" with a speed of "80km / h".

[0086] <Procedure for determining whether an approaching vehicle is crossing the road> Next, we will explain the procedure for determining whether an approaching vehicle is crossing the line of sight. Figure 9 shows the procedure for determining whether an approaching vehicle is crossing the line of sight. As shown in Figure 9, the determination of whether an approaching vehicle is crossing the line of sight is performed by comparing the approaching vehicle data 45b in chronological order. Note that, for the sake of explanation, the approaching vehicle data 45b shown in Figure 9 shows the outline of the approaching vehicle with a dashed line, but the actual approaching vehicle data 45b does not display an outline of the vehicle.

[0087] Specifically, as shown in Figure 9(a), a cluster of multiple points plotted on a coordinate system (hereinafter referred to as "point cloud data") represents the position of a part of the vehicle's outline at time T, and it can be recognized that the vehicle is located in the vicinity of "-1m to 1m" in the lateral direction.

[0088] When Δt is a predetermined time difference, at time T+Δt, as shown in Figure 9(b), it can be recognized that a vehicle is located in the vicinity of "-2m to 1m" in the lateral direction. The reason why this point cloud data is longer in the lateral direction than the point cloud data in Figure 9(a) is that a vehicle traveling in the driving lane moves to the opposite lane, so the vehicle appears at an angle to the traffic management device 20. In other words, in Figure 9(a), the millimeter waves transmitted from the approaching vehicle detection sensor 29 are reflected from the front of the vehicle, so the point cloud data is plotted horizontally on the coordinate system with a length close to the width of the vehicle. However, in Figure 9(b), the traffic management device 20 detects the vehicle at an angle, so it is plotted horizontally longer on the coordinate system than when the vehicle is detected head-on.

[0089] At time T+2Δt, as shown in Figure 9(c), a vehicle can be detected in the vicinity of "-2m to -1m" in the lateral direction, but the distribution range of the point cloud data is extremely small. This is because most of the vehicle has moved outside the detection range of the approaching vehicle detection sensor 29. Subsequently, if point cloud data disappears from the approaching vehicle data 45b, it is determined that a vehicle approaching the alternating traffic section has moved from the driving lane to the opposite lane.

[0090] <Control Procedures for Maintaining Entry Permit Status> Next, the control procedure for maintaining the entry permission state will be explained. Figure 10 is a diagram showing the control procedure for maintaining the entry permission state. As shown in Figure 10, for a vehicle C1 approaching an alternating traffic section, if the speed at a set distance (for example, 50m) is v and the acceleration is a, and the acceleration a is a positive value, the green light of the traffic signal 25A, which indicates the entry permission state, will be maintained until the vehicle C1 passes the passing vehicle detection sensor 22A. This is because it is recognized that it is safer to allow the accelerating vehicle C1 to enter the alternating traffic section as is, rather than forcibly stopping it.

[0091] If acceleration a is 0 or less, the braking distance w relative to speed v is extracted from braking distance data 45c. If the braking distance w is greater than or equal to the set distance, it is determined that emergency braking will occur, and the green light of traffic light 25A, which is in an entry permit state, is maintained until vehicle C1 passes the passing vehicle detection sensor 22A. This is because it is recognized that it is safer to allow vehicle C1 to enter the alternating traffic section as is, as emergency braking would be dangerous.

[0092] If acceleration a is 0 or less, and the braking distance w relative to speed v is less than the set distance, it is determined that there will be no sudden braking, and traffic light 25A is switched to a red light, indicating a no-entry state. This means that if vehicle C1 can stop safely without sudden braking, the overall waiting time can be reduced by considering the passage of vehicles in the opposite lane, and vehicle traffic can be made more efficient.

[0093] <Control procedure for switching from no-entry state to permitted entry state> Next, we will explain the control procedure for switching from a no-entry state to an permitted entry state. Figures 11 and 12 show the control procedure for switching from a no-entry state to an permitted entry state.

[0094] As shown in Figure 11, for a vehicle C1 approaching an alternating traffic section, if the distance to the alternating traffic section is x and the speed is v, the switching of the traffic signal 25A is controlled according to the speed v. Specifically, the time t until vehicle C1 reaches the alternating traffic section is calculated from the distance x and speed v. If the speed v of vehicle C1 is less than or equal to the set speed, the traffic signal 25A is switched to the entry permission state after t-4 seconds. This is because vehicle C1 is traveling at a safe speed and is allowed to enter the alternating traffic section smoothly.

[0095] On the other hand, if the speed v of vehicle C1 is faster than the set speed (for example, 40 km / h), the traffic light 25A is switched to the entry permit state after t-2 seconds. This is to delay the timing of switching the traffic light 25A, allowing vehicle C1 to slow down before entering the alternating traffic section.

[0096] Furthermore, as shown in Figure 12, if vehicle C1 is approaching in lane A and vehicle C3 is approaching in lane B, and vehicle C1 is a regular car and vehicle C3 is a large vehicle, then vehicle C3, being the large vehicle, will have priority, and traffic light 25B will be switched to the entry permission state.

[0097] Large vehicles require more time to resume movement once stopped compared to regular vehicles. Considering all vehicles passing through alternating traffic sections, prioritizing large vehicles reduces overall waiting times and improves the efficiency of vehicle traffic. This control procedure is applicable in detection control mode.

[0098] In particular, if the alternating traffic section is located on a road with a slope, it will take more time for large vehicles to resume movement after being stopped on an uphill slope, and there is a risk of endangering following vehicles. In such situations, if large vehicles are approaching from both sides of the alternating traffic section, it is desirable to allow the large vehicle on the uphill side (the valley side of the alternating traffic section) to pass first.

[0099] The priority of which traffic light to use can be predetermined by manually inputting the information from the traffic controller terminal device 30. Alternatively, if three-dimensional coordinate data can be acquired using a millimeter-wave sensor, the sensor can be installed so that the direction of its detection range is closer to the horizontal direction than the road gradient, and by accumulating the acquired approaching vehicle data 45b, it is possible to determine which side of the approach is uphill and set the priority side. For example, if we define a three-dimensional coordinate system with the front depth direction as the vertical axis (X-axis) as viewed from the position (origin) of the approaching vehicle detection sensor 29, the left-right direction perpendicular to the vertical axis (road width direction) as the horizontal axis (Y-axis), and the vertical direction indicating the height of the road as the Z-axis, then when the direction of entry is downhill (mountain side of the alternating traffic section), vehicle C1 approaches from the top of the slope, so the point cloud data starts appearing from the bottom of vehicle C1 and gradually increases in the vertical direction (Z-axis direction). On the other hand, when the direction of entry is uphill (valley side of the alternating traffic section), the point cloud data starts appearing from the top of vehicle C1 from the bottom of the slope and gradually increases in the vertical direction (Z-axis direction). From this, the accumulated approaching vehicle data 45b can be used to determine which side the direction of entry is uphill (valley side of the alternating traffic section).

[0100] <Control procedure for switching control modes> Next, the control procedure for switching control modes will be explained. Figure 13 is a diagram showing the control procedure for switching control modes. As shown in Figure 13, in the time control mode, when a vehicle approaches from lane A and no vehicle approaches from lane B, the traffic light 25 switches after a predetermined time has elapsed.

[0101] Subsequently, if the traffic signal 25 continues to be controlled after a predetermined time has elapsed, and approaching vehicles are continuously coming from only one lane (for example, three times in a row), the control mode of the traffic signal is switched to detection control mode.

[0102] This is because, when the number of vehicles traveling in a lane is uneven, operating in detection control mode can reduce overall waiting times and improve the efficiency of vehicle traffic.

[0103] <Procedure for maintaining the access permission status in the control device> Next, we will explain the processing procedure for maintaining the entry permission state in the control device. Figure 14 is a flowchart showing the processing procedure for maintaining the entry permission state in the control device. Here, we will explain the processing procedure for maintaining the entry permission state at signal 25A.

[0104] As shown in Figure 14, when the control device 40 switches the signal light 25A to the entry permit state (step S101), it turns on the upper limit timer using the upper limit setting time of the setting data 45a (step S102), and turns on the entry permit state timer using the entry permit state setting time of the setting data 45a (step S103).

[0105] If no passage detection result is received from the passage management device 20A (Step S104; No), and there is remaining time on the entry permission status timer (Step S105; No), proceed to Step S104. If the remaining time on the entry permission status timer becomes 0 (Step S105; Yes), proceed to Step S107.

[0106] If the passage detection result is received from the passage management device 20A (step S104; Yes), and there is remaining time on the upper limit timer (step S106; No), the process proceeds to step S103. If the remaining time on the upper limit timer becomes 0 (step S106; Yes), the process proceeds to step S107.

[0107] If no approach detection result is received from the passage management device 20A (step S107; No), the signal light 25A is switched to the no-entry state (step S114), and the process is terminated. In other words, in this case, the entry permit state of the signal light 25A is not maintained.

[0108] If the approach detection result is received from the traffic management device 20A (step S107; Yes) and it is determined that the approaching vehicle has deviated from the lane (step S108; Yes), then after receiving the passage detection result from the traffic management device 20A (step S113; Yes), the traffic signal 25A is switched to the no-entry state (step S114) and the process ends there. In other words, in this case, the entry permit state of the traffic signal 25A is maintained until the traffic management device 20A detects a passing vehicle.

[0109] If the approaching vehicle is not determined to have deviated from the lane (Step S108; No), and approaches to the distance set in the setting data 45a, the acceleration a is calculated using the speed v included in the approach detection result received from the passage management device 20A and the speed v' included in the most recent past approach detection result (Step S109). If the acceleration a is a positive value (Step S110; Yes), after receiving the passage detection result from the passage management device 20A (Step S113; Yes), the traffic light 25A is switched to the no-entry state (Step S114), and the process ends there. In other words, in this case, the entry permitted state of the traffic light 25A is maintained until the passage management device 20A detects a passing vehicle.

[0110] If acceleration a is 0 or less (Step S110; No), the braking distance w for velocity v is extracted from braking distance data 45c (Step S111). If braking distance w is greater than or equal to the set distance (Step S112; No), after receiving the vehicle detection result from the vehicle management device 20A (Step S113; Yes), the signal light 25A is switched to the no-entry state (Step S114), and the process ends there. In other words, in this case, the signal light 25A is kept in the entry-permitted state until the vehicle management device 20A detects a passing vehicle.

[0111] If the braking distance w is less than the set distance (step S112; Yes), the signal 25A is switched to the no-entry state (step S114), and the process ends. In other words, in this case, the entry permit state of the signal 25A is not maintained.

[0112] <Procedure for switching from a restricted access state to a permitted access state in the control device> Next, we will explain the processing procedure for switching from the no-entry state to the permitted entry state in the control device. Figure 15 is a flowchart showing the processing procedure for switching from the no-entry state to the permitted entry state in the control device. Here, we will explain the processing procedure for switching from the no-entry state to the permitted entry state in signal 25A.

[0113] As shown in Figure 15, the control device 40 switches signal 25A to the no-entry state (step S201), and then switches signal 25B to the no-entry state by predetermined control (step S202; Yes).

[0114] If the proximity detection result received from the passage management device 20A includes a speed of 0 (step S203; Yes), the switching setting time of the setting data 45a is set to T (step S211), and the process proceeds to step S216.

[0115] If no proximity detection result has been received from the passage management device 20A (step S203; No, step S204; No), the switching setting time for the setting data 45a is set to T (step S211), and the process proceeds to step S216.

[0116] If the approaching vehicle is detected by the passage management device 20A (Step S204; Yes) and the approaching vehicle is determined to be a large vehicle (Step S205; Yes), the process proceeds to Step S206.

[0117] From the proximity detection results received from the passage management device 20A, the speed v and distance x of the approaching vehicle are extracted (step S206), and the time t until the vehicle enters the alternating traffic section is calculated using this speed v and distance x (step S207).

[0118] If the speed v is faster than the set speed in the setting data 45a (step S208; Yes), then t-2 is set to T (step S209). If the speed v is less than or equal to the set speed (step S208; No), then t-4 is set to T (step S210).

[0119] The timer is turned on at time T (step S216), and when the remaining time on the timer becomes 0 (step S217; Yes), the signal light 25A is switched to the entry permit state (step S218), and the process ends thereafter.

[0120] If the approach detection result received from the passage management device 20A determines that the approaching vehicle is not a large vehicle (step S205; No), and the control mode of the traffic signal 25 is not the detection control mode (step S212; No), then the process proceeds to step S206.

[0121] If the traffic signal's control mode is detection control mode (step S212; Yes) and no approach detection result has been received from the passage management device 20B (step S213; No), the process proceeds to step S206.

[0122] If, based on the proximity detection result received from the passage management device 20B (step S213; Yes), it is determined that the approaching vehicle is not a large vehicle (step S214; No), the process proceeds to step S206.

[0123] If, based on the proximity detection result received from the passage management device 20B (step S213; Yes), the approaching vehicle is determined to be a large vehicle (step S214; Yes), the traffic signal 25B is switched to the entry permission state (step S215), and the process ends.

[0124] <Processing procedure for switching control modes in the management device> Next, we will explain the procedure for switching control modes in the control device. Figure 16 is a flowchart showing the procedure for switching control modes in the control device. Here, we will explain the procedure for switching from time control mode to detection control mode.

[0125] As shown in Figure 16, operation is started in time control mode (step S301). Set m and n to 0 respectively (step S302), set signal 25A to the entry permit state and signal 25B to the entry prohibition state (step S303).

[0126] If the passage management device 20A receives an approach detection result or a passage detection result that includes a speed of 0 (step S304; Yes), 1 is added to m and n is set to 0 (step S305). If the value of m is 3 (step S306; Yes), the system switches to detection control mode (step S314) and terminates the process.

[0127] If neither approach detection result (including speed 0) nor pass detection result is received from the passage management device 20A (Step S304; No), or if the value of m is not 3 (Step S306; No), the signal light 25A is switched to the no-entry state after the upper limit setting time of the setting data 45a has elapsed (Step S307). The signal light 25B is switched to the permitted entry state after the switching setting time of the setting data 45a has elapsed (Step S308).

[0128] If the passage management device 20B receives an approach detection result or a passage detection result that includes a speed of 0 (step S309; ​​Yes), add 1 to n and set m to 0 (step S310). If the value of n is 3 (step S311; Yes), switch to detection control mode (step S314) and terminate the process.

[0129] If neither approach detection result (including speed 0) nor pass detection result (including speed 0) is received from the passage management device 20B (step S309; ​​No), or if the value of n is not 3 (step S311; No), the signal 25B is switched to the no-entry state after the upper limit setting time of the setting data 45a has elapsed (step S312). After the switching setting time of the setting data 45a has elapsed, the signal 25A is switched to the permitted-entry state (step S313), and the process proceeds to step S304.

[0130] As described above, the traffic signal control system according to this embodiment is configured to detect vehicles approaching an alternating traffic section and, depending on the vehicle's status, maintain the entry permission state of the traffic signal, switch from an entry prohibition state to an entry permission state, and switch control modes. This allows approaching vehicles to pass through the alternating traffic section smoothly and efficiently.

[0131] In the above embodiment, a configuration using a millimeter-wave sensor as the approaching vehicle detection sensor was described, but the present invention is not limited thereto, and a stereo camera can also be used. Images captured by the stereo camera can be used to detect approaching vehicles and determine if they are veering off the road using image processing techniques such as pattern matching, machine learning, and deep learning.

[0132] Furthermore, although the above embodiment describes a configuration in which a single millimeter-wave sensor is used as an approaching vehicle detection sensor, the present invention is not limited thereto, and it is also possible to configure the system to use multiple millimeter-wave sensors.

[0133] Furthermore, the configurations illustrated in the above embodiments are functionally schematic and do not necessarily have to be physically represented as shown. In other words, the form of distribution and integration of each device is not limited to those shown, and all or part of them can be functionally or physically distributed and integrated in any unit according to various loads and usage conditions. [Industrial applicability]

[0134] The traffic signal control system and traffic signal control method according to the present invention are suitable for situations where approaching vehicles to an alternating traffic section can pass through the section smoothly and efficiently. [Explanation of symbols]

[0135] 20, 20A, 20B Passage control device 21 Wireless Communication Section 22, 22A, 22B Passing Vehicle Detection Sensors 23 Display section 24 speakers 25, 25A, 25B traffic lights 26 Control Unit 26a Proximity detection unit 26b Passage detection unit 26c Vehicle guidance area 27 Batteries 28 Casters 29, 29A, 29B Approaching Vehicle Detection Sensors 30. Guide Terminal Device 31 Wireless Communication Section 32 Display section 33 Operation section 34 speakers 35 Control Unit 35a Signaling Unit 35b Mode Notification Unit 40 Management device 41 Wireless Communication Section 42 Display section 43 Operation section 44 speakers 45 Storage section 45a Configuration data 45b Approaching Vehicle Data 45c braking distance data 46 Control Unit 46a Settings management section 46b Mode Control Unit 46c Signal Control Unit 46d Vehicle Management Department 46e Overhang detection unit C1, C2, C3 vehicles

Claims

1. A traffic signal control system comprising multiple traffic signals installed at both ends of an alternating traffic section, and a control device for controlling each traffic signal, The control device is A speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, A time calculation means for calculating the time it takes for the vehicle to reach the first end based on the speed of the vehicle, A means for calculating the direction of movement of a vehicle approaching the first end, Control means for controlling the switching timing of the first signal located at the first end, based at least on the time calculated by the time calculation means and the direction of movement calculated by the direction of movement calculation means. Equipped with, The control means is If the direction of movement calculated by the movement direction calculation means determines that the vehicle will deviate into the oncoming lane, the duration of the green light of the first traffic signal is extended until the vehicle passes the first end. A traffic signal control system characterized by the following features.

2. A traffic signal control system comprising a plurality of traffic signals arranged at both ends of an alternating traffic section, and a control device for controlling each traffic signal, The control device is A speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, A time calculation means for calculating the time it takes for the vehicle to reach the first end based on the speed of the vehicle, Acceleration detection means for detecting the acceleration and deceleration of a vehicle approaching the first end, A control means that controls the switching timing of the first signal located at the first end, based at least on the time calculated by the time calculation means and the acceleration / deceleration detected by the acceleration / deceleration detection means. A traffic signal control system characterized by having the following features.

3. The control means is The traffic signal control system according to claim 2, characterized in that, if the acceleration of the vehicle is detected by the acceleration / deceleration detection means and the speed of the vehicle is greater than or equal to a predetermined value, the duration of the green light of the first traffic signal is extended until the vehicle passes the first end.

4. A traffic signal control system comprising a plurality of traffic signals arranged at both ends of an alternating traffic section, and a control device for controlling each traffic signal, The control device is A speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, A time calculation means for calculating the time it takes for the vehicle to reach the first end based on the speed of the vehicle, A braking distance calculation means for calculating the shortest braking distance required for a vehicle approaching the first end to come to a safe stop by braking, A control means for controlling the switching timing of the first signal located at the first end, based at least on the time calculated by the time calculation means and the braking distance calculated by the braking distance calculation means. A traffic signal control system characterized by having the following features.

5. The control device is The system further includes a rapid deceleration determination means that determines whether or not rapid deceleration of a predetermined value or more is required based on the braking distance calculated by the braking distance calculation means, The control means is The traffic signal control system according to claim 4, characterized in that, if the sudden deceleration determination means determines that a sudden deceleration of a predetermined value or more is required, the duration of the green light of the first traffic signal is extended until the vehicle passes the first end.

6. A traffic signal control system comprising a plurality of traffic signals arranged at both ends of an alternating traffic section, and a control device for controlling each traffic signal, The control device is A speed calculation means for calculating the speed of a vehicle approaching the first end of the alternating traffic section, A time calculation means for calculating the time it takes for the vehicle to reach the first end based on the speed of the vehicle, A size calculation means for calculating the size of a vehicle approaching the first end, A control means for controlling the switching timing of the first signal located at the first end, based at least on the time calculated by the time calculation means and the size of the vehicle calculated by the size calculation means. A traffic signal control system characterized by having the following features.

7. A signal control method in a signal control system having multiple signal lights arranged at both ends of an alternating traffic section, and a control device for controlling each signal light, The control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, The control device includes a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, The control device includes a movement direction calculation step for calculating the direction of movement of a vehicle approaching the first end, The control device performs a control step of controlling the switching timing of the first signal light installed at the first end based on the time calculated by the time calculation step, and Includes, The control process described above is: If it is determined that the direction of movement calculated in the aforementioned direction of movement calculation process will cause the vehicle to deviate into the oncoming lane, the duration of the green light of the first traffic signal is extended until the vehicle passes the first end. A signal control method characterized by the following:

8. A signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, The control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, The control device includes a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, The control device includes an acceleration / deceleration detection step that detects the acceleration or deceleration of a vehicle approaching the first end, The control device performs a control step of controlling the switching timing of the first signal light disposed at the first end based on at least the time calculated by the time calculation step and the acceleration / deceleration detected by the acceleration / deceleration detection step. A signal control method characterized by including the following:

9. A signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, The control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, The control device includes a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, The control device includes a braking distance calculation step that calculates the shortest braking distance required for a vehicle approaching the first end to come to a safe stop by braking, The control device performs a control step of controlling the switching timing of the first signal light installed at the first end based on at least the time calculated by the time calculation step and the braking distance calculated by the braking distance calculation step. A signal control method characterized by including the following:

10. A signal control method in a signal control system having a plurality of signal lights arranged at both ends of an alternating traffic section and a control device for controlling each signal light, The control device includes a speed calculation step of calculating the speed of a vehicle approaching the first end of the alternating traffic section, The control device includes a time calculation step of calculating the time it takes for the vehicle to reach the first end based on the vehicle's speed, The control device includes a size calculation step for calculating the size of a vehicle approaching the first end, The control device performs a control step of controlling the switching timing of the first signal light disposed at the first end based on at least the time calculated by the time calculation step and the size of the vehicle calculated by the size calculation step. A signal control method characterized by including the following:

Images