JP2633864B2 - Traffic signal linked controller - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an interlocking control type traffic signal controller.

Conventional technology and its disadvantages More than 150,000 traffic signal controllers (hereinafter simply referred to as traffic signals) are installed nationwide to control road traffic. Depending on the difference in the signal control method, these are: a. Fixed period signal, b. Point sensitive signal, c. System signal,
d. It can be divided into centralized control type traffic lights.

In addition, as a traffic signal at an adjacent intersection, there is a traffic signal of an interlocking control type that receives a linking signal from an adjacent intersection, sets an offset time based on the interlocking signal, and sets a control content to smooth a traffic flow.

Offset time (hereinafter, simply referred to as offset) is the time from the end of greening of one traffic light to the end of greening of the next traffic light, and is based on the travel time required to travel between adjacent intersections. However, since the travel time varies depending on the traffic conditions, it is necessary to employ offsets according to various changing traffic conditions in order to maintain smooth traffic.

Conventionally, focusing on this point, the average value of the travel time of the vehicle between adjacent intersections in, for example, morning, noon, and evening time zones is obtained, and the three measured values are set and registered as three pattern offsets. The three patterns of offsets are switched according to the time zone of the day using a time switch. Therefore, the fixed period interlocking control is performed in each predetermined time zone.

A conventional fixed-cycle interlocking controller will be described in more detail with reference to FIGS. 16 and 17. FIG. 16 shows an arrangement state of a master controller 201, a slave controller 202, and respective lamps of the controller. FIG. 17 is a time chart showing the contents of interlocking control of the machine.

The master controller 201 that controls the lamps of the interlocking main intersection Ip outputs the interlocking signals a and b that are switched at the yellow indication start time of the first direction lamp and the second direction lamp, and the child controller that controls the lights of the interlocking intersection. When given to the controller 202, each time the slave unit 202 inputs the respective interlocking signals a and b, the slave unit 202 measures the offset of ₁ and of ₂ set by the offset timer, and the first direction light of the slave controller 202. The step and the yellow indicator step of the lamp and the second direction indicator are linked to each other.

However, the offset of the offset timer of ₁ , of ₂
Is switched according to the predetermined time period of the day by the time switch as described above, and the switching is not responsive to the actual traffic flow, so that the interlocking effect is not sufficiently exhibited.

In other words, when traffic is severely congested due to some kind of traffic situation, the offset of the fixed period and the fixed time becomes inappropriate for the actual traffic volume, so that the vehicle overflows from the control target section to the intersection, that is, the so-called jamming phenomenon occurs, and the traffic is confused. That means
In addition, even if such confusion occurs, the conventional machine does not have a means for switching to signal control that actively eliminates the confusion. There was an irrationality of having to wait.

Technical Problem to be Solved The present invention has been made in view of the above points, and in an interlocking control type traffic signal, as an offset setting reference and an offset selection reference, a section existing vehicle number between an interlocking parent intersection and an interlocking child intersection and each By using the correlation with the travel time required for passing through the same section in the number of existing vehicles, the offset of the signal control at each time is selected and set in accordance with the actual traffic flow. It is an object of the present invention to perform signal control immediately in response to traffic volume, thereby realizing smooth road traffic.

As described above, when the signal switching timing is set by selecting the offset corresponding to the number of vehicles existing in the section, when the distance between adjacent intersections is relatively long, the traffic is extremely large. The offset may be improper, which may cause a premature phenomenon between intersections. When the jam phenomenon occurs, it is meaningless to maintain the signal indication that allows the vehicle to enter the section, and it will only further confuse traffic. Vehicles should be blocked.

As described above, the present invention determines an offset using the number of vehicles existing in a section. Then, the ratio of the measured value of the number of existing vehicles in the section to the maximum number of existing vehicles in the relevant section becomes equal to or greater than a predetermined value, whereby it is possible to predict the occurrence of the jamming phenomenon. Further, in order to prevent the vehicle from entering the section as soon as possible, it is only necessary to shorten the green light presenting time from a predetermined time.

Thus, a second object of the present invention is to predict that jamming occurs when the number of existing vehicles is equal to or greater than a predetermined value, that is, the number of vehicles immediately before the occurrence of jamming, and to perform interlock control based on the prediction signal. By skipping the step of presenting each traffic light from the green signal to the yellow signal, the green signal of the section for which the traffic jam is predicted and the adjacent intersection is quickly cut to prevent traffic congestion due to traffic jam and traffic by interlocking control. It is intended to maintain the smoothness.

Next, an embodiment of the present invention will be described with reference to FIGS.

In order to carry out the present invention, as shown in FIG. 1, a vehicle identifier 10 for individually identifying a passing vehicle is provided at an entrance and an exit of a section between an interlocking parent intersection Ip and an interlocking child intersection Ic.
A and 10B are installed, and a parent control device P to which these vehicle discriminators are connected is processed by inputting the vehicle discrimination signals from the vehicle discriminators and measuring the number of vehicles existing in the section in real time. Vehicle number measurement installation 40, an offset table 50 in which various existing vehicle numbers and offsets are set and stored in correspondence with each other, and based on the measurement values output by the measurement device, corresponding to the measured values from the offset table A reading means 60 for reading out the offset to be performed and outputting it at a predetermined timing, and accepting the output offset, determining the order and time for lighting each lamp of the traffic light, and outputting a signal for lighting each lamp as time elapses. Outputs the signal control means 60 and an interlocking signal when it detects that the step condition of the signal control means has changed from the blue present step to the yellow present step. Interlocking signal output means 70,
And a transmission means 80 for transmitting the offset output by the reading means 50 and the interlocking signal output by the interlocking signal output section to the slave controller C.

The vehicle identification means, which obtains data on vehicles passing through the entrance and exit of the section between adjacent intersections, processes the ultrasonic vehicle sensing head and the sensing signals from the sensing head to create model data specific to each model. And a vehicle number reading system that captures the vehicle number from the license plate of the vehicle using a high-speed shutter camera, processes the image, and transmits the vehicle number data to the central unit. Either can be adopted.

In the vehicle number reading method, as shown in FIG. 2, high-speed shutter cameras 21 and 22 are installed at entrance A and exit B of section L,
The license plate of the passing vehicle 23 is photographed at a high speed, the resulting image is processed by the vehicle number reading devices 24 and 25 to decode the vehicle number and converted into data, and the vehicle number data is converted to the vehicle number collating device 26 of the central device. Is to be transmitted.

In this vehicle number reading method, since the optical means is used, when traffic jams, the image of the vehicle is superimposed on the front vehicle and the rear vehicle,
The license plate may not be read, and because of optical means, the N / S ratio is poor for bad weather such as snowfall and rainfall, lighting is required at night, and in dusk at sunset, etc. In some cases, measurement is impossible, and maintenance such as polishing the lens is required once every few months.

On the other hand, the ultrasonic vehicle shape detection method is suitable because all of the above-mentioned disadvantages are eliminated.

Therefore, an embodiment of the ultrasonic vehicle shape detection system will be described below with reference to the drawings.

FIG. 3 shows a vehicle discriminator using the ultrasonic car shape detection method (hereinafter, referred to as a car shape detection device) and an existing vehicle provided in a parent controller (hereinafter, simply referred to as a parent device) connected to the vehicle discriminator. The overall configuration of the number counting device (40) is shown.

Similarly, each of the vehicle shape detection devices 10A and 10B includes an ultrasonic head H provided at an appropriate height from the road surface on which the vehicle V passes.
Ultrasonic vehicle feeling sensor 11 having a vehicle shape data creating unit 13 that creates vehicle shape data having vehicle height information for a vehicle passing through the point from the sensing information obtained from the vehicle sensor, Vehicle height pattern conversion unit 13 that converts vehicle shape data into a vehicle height pattern having a representative value that characterizes the vehicle type, in order to facilitate marker collation verification by central device C.
And parallel-to-serial conversion of the converted vehicle height pattern
A and a data transmission unit 14 for transmitting the data to 20B.

FIG. 4 is an installation diagram of the ultrasonic head, the master controller and the slave controller.

The ultrasonic vehicle sensor 11 and the vehicle shape data creation unit 12 sequentially measure and store the time from when an ultrasonic wave is transmitted from the ultrasonic head H to when the ultrasonic wave is reflected from the road surface or the vehicle and arrives at the ultrasonic head H. The vehicle sensing time is converted into a certain length, all the detected vehicles are converted into a vehicle shape having a certain length (standardized vehicle shape), and the vehicle height of the vehicle is calculated from the stored data. = Hh (1-T / Th) m where h: vehicle height Hh: height of ultrasonic head attached Th: arrival time of reflected wave from road surface T: arrival time of reflected wave from vehicle Information in which a certain vehicle height changes every moment as the vehicle advances is composed of a predetermined number of blocks, for example, eight blocks, and this is created as standardized vehicle shape data having vehicle height information of a vehicle to be sensed. .

In other words, the vehicle shape data creation unit 12 transmits the ultrasonic vehicle sensor 11
The vehicle height signal of the passing vehicle is detected by using the vehicle sensing signal output from the vehicle, and the standardized vehicle shape data as illustrated in FIG. 5A is created.

Japanese Patent Application Laid-Open Nos. 56-135299 and 57-36398 disclose a vehicle shape data creating section for creating such standardized vehicle shape data.
In this publication, a part of an ultrasonic vehicle type discriminating apparatus disclosed by the present applicant can be used.

The vehicle height pattern conversion unit 13 converts the standardized vehicle shape data output from the vehicle shape data creation unit 12 into a vehicle height pattern having a representative value characterizing the vehicle type. When the vehicle height values of three or more blocks in the eight blocks of the vehicle height shape standardized vehicle shape data by the vehicle shape data creation unit 12 have an error of 10 cm or less continuously, the representative value is the representative value. This is called a representative value, which is a vehicle height value that characterizes the vehicle type.

For example, the standardized vehicle shape data shown in FIG. 5A is converted into the vehicle height pattern shown in FIG. 5B, and the representative value is 1.35 m, which is a vehicle height value characterizing the vehicle type. There are various types of vehicle height patterns depending on the shape unique to the vehicle and the shape of the cargo. FIG. 6 shows an example of such a vehicle height pattern.

Each vehicle shape detection device 10A, 10B transmits the converted vehicle height pattern from the data transmission unit 14 via the telephone lines 20A, 20B to the master unit P.
Send to

Master device P is connected to each vehicle shape detecting device 10 via transmitters 20A and 20B.
The data transmitted from A and 10B is received by the collective modulation and demodulation device 30 and is provided to the existing vehicle number measuring device (hereinafter abbreviated as measuring device) 40. The measuring device 40 is a collective modem 30
A data receiving unit 41 that receives the data output by the serial receiving unit and outputs the data after serial-to-parallel conversion,
A storage unit 42 for storing in each area a specific vehicle height pattern of a vehicle designated as a marker, a representative value detected from a vehicle height pattern extracted as described later, and the number of existing vehicles n in the section L between intersections; Then, the detected vehicle height pattern and the specific vehicle height pattern are compared to select a matching vehicle height marker as a marker, a marker selection registration unit 43 for registering the marker, and a representative value obtained from the vehicle height pattern of the registered marker. The representative value time-series data creating unit 44 that sequentially registers and creates the representative value time-series data is compared with the representative values in the representative value time-series data corresponding to the entrance A and the exit B of the section L, and based on the match determination. Verification unit to determine the passage of a marker
45, based on the vehicle shape data input from the vehicle shape detectors at the entrance A and the exit B and the section passage determination signal of the marker, the section L
An existing vehicle number measuring unit 46 that measures the existing vehicle number n,
The travel time measuring unit 47 measures the time required from the time of entry of the marker to the time of exit of the marker.

Upon receiving the vehicle height pattern sent from each of the vehicle shape detecting devices 10A and 10B, the measuring device 40 sequentially stores the vehicle height pattern in the first area 42a of the storage unit 42, and the vehicle corresponding to the entrance A and the exit B of the section L, respectively. Create time series data with high pattern (No. 7
Steps p ₁₁ and p _{12 in the} figure). The marker selection registration unit 43 stores each vehicle height pattern of the time series data of the vehicle height pattern in a storage unit.
The specific vehicle height pattern which is stored in the second area 42b of 42, by matching the height pattern matching unit according to the pattern identification techniques to extract only a match as a marker (Fig. 7 p _21, p ₂₂ ).

The specific vehicle height pattern is a vehicle having a simple shape and a high relative accuracy, such as a box-shaped refrigerated truck or a freight truck with a hood, for example, from among vehicle height patterns that are actually various as illustrated in FIG. For example, FIG. 6 is selected and determined. Thus, the marker selecting unit 43 extracts only the pattern shown in FIG. 6 from the vehicle height pattern time-series data.

This is, so to speak, a filtering action for a traffic flow that extracts only vehicles of a specific pattern such as a refrigerating vehicle from vehicles of various shapes passing through the entrance A and the exit B of the section L.

Next, as described above, the representative value time-series data creation unit 44 sequentially obtains the representative value of the vehicle height of the vehicle from the vehicle height pattern of the marker extracted from the data from the entrance and the exit of the section L ( As shown in FIG. 7 (p ₃₁ , p ₃₂ ) and FIG. 8, representative value time series data at the entrance and exit of the section L is created and stored in the third area 42c of the storage unit 42 (FIG. 7). p ₄ ).

The verification unit 45 sequentially compares the representative value of the vehicle height in the representative value time series data of the point A with the representative value in the representative value time series data of the point B under predetermined conditions, and finds that the representative values match. when was the marker in two points and assayed with the same markers, it determines that the marker has passed from point a to point B (FIG. 7 p _5).

 There are the following two marker collation / verification methods.

The first method, as shown in FIG. 9, the maximum travel time Hmax (L ÷ minimized excursions time Hmin of point A passage time t ₀ from the section L of a marker Vm (section distance L ÷ maximum speed x) A gate for the speed y) is provided, during which hi '(that is, | hi-h) in which the absolute value of the difference between the marker Vm and the representative value hi is equal to or less than a predetermined value.
i '| <△, for example, 5% of hi)
Its hi 'marker Vm of' are those determined to be identical to the vehicle and Vm (Fig. 7 p ₅₁ ~p _53).

The maximum number of vehicles Nmax, the section distance L, and the average value of the first vehicle occupancy length is l _0, is Nmax = L / l _0.

If a representative value matching one of the markers within the above condition is not found, the collation test is similarly performed for the next marker h (i + 1) (p ₅₄ ). The number-of-existing-units measuring unit 46 measures the number of existing units in the section L. This is an automated input / output method, which is a survey method. In the input / output method, the marker is run, and the marker enters from the entrance of the section and passes through the exit,
The number of passing vehicles at the entrance and the exit is counted, and the number of vehicles passing through the entrance at the time when the marker reaches the exit is set as the initial value of the number of vehicles existing in the section, thereafter, the number of vehicles entering the section is added, and the number of vehicles exiting is subtracted. This method measures the number of existing sections in real time.

The measuring device 40 receives one vehicle height pattern data for the sensed vehicle from each of the ultrasonic vehicle shape detecting devices 10A and 10B as needed. The existing vehicle number measuring unit 46 performs an adding operation based on the vehicle height pattern data input from the entrance-side vehicle shape detection device 10A, and performs a subtraction operation based on the vehicle height pattern input from the exit-side vehicle shape detection device 10B. The counter is reset by the marker selection signal from the marker selection registration unit 43, and the subtraction based on the data input from the exit side detection device 10B is started by the input of the coincidence signal from the verification unit 45. It is configured in.

When the marker is set for the vehicle passing through the entrance A, the existing vehicle number measuring unit 46 is reset, and the number of vehicles entering the section L based on the vehicle height pattern input from the entrance side vehicle shape detection device 10A. Is counted, and only the number of vehicles entering the section is added and counted until the collation verification unit 45 detects that the marker has passed through the exit B.

As shown in FIG. 10, the measured value of the time t ₁ the verification test unit 45 outputs the coincidence signal is the initial value n ₁ of sections present number (FIG. 7 p _6), thereafter, the inlet side wheel shape detection The number of vehicles entering the section based on the vehicle height pattern input from the device 10A is added, and the number of vehicles entering the section based on the vehicle height pattern input from the exit side vehicle shape detection device 10B is subtracted. The number of vehicles n is measured in real time, and the measured value is stored in the fourth area 42d of the storage unit 42 (p7 in FIG. ₇ ).

To continue indefinitely the first marker selection and passes input method on the basis of the initial value n _1-based detection, such as by sensing mistake ultrasonic vehicle detectors, between the actual value and the measured value of the interval existing number May cause an error. In order to prevent this, the measuring device 30 constantly checks the vehicle shape pattern data sent from the entrance-side vehicle shape detecting device 10A with a specific vehicle height pattern to search for a marker, as shown in FIG. to the at time t ₂ found the following marker to clear the calculated values of the far, the initial values n ₂ sections present the number of vehicles using the new marker again, thereafter, by similarly input method By adding the number of entering vehicles and subtracting the number of entering vehicles, as shown in FIG. 11, the number of vehicles present in the section every moment is obtained.

As described above, the measuring device 40 measures the number of existing vehicles in real time and supplies the measured value to the reading means 60.
As a result, the reading means 60 reads the offset set in the offset table 50 corresponding to the number of existing vehicles, using the measured value as an address. As shown in FIG. 12, in the offset table 50, the actual measured value of the travel time required to pass through the section in the case of the number of existing vehicles in the section L and the respective number of vehicles is set and stored as an offset. For example, the measured value of the measuring device 40 is offset OF ₁ seconds for _one N is the case of _two N offset OF ₂ seconds is read. Thus, the offset corresponding to the number of existing vehicles at that time is read.

The reading means 60, as shown in FIG.
A reading unit 61 for reading an offset from a predetermined address corresponding to the measured value in the offset table 50 based on the measured value n output from the unit, and outputting the offset given by the read unit to the signal control unit 70 and the transmission unit 90. Control data output unit 62
And a lock-in timer 63 that regulates the output timing of the control data output unit.

The lock-in timer provides a control signal output unit 62 with a suppression signal of a fixed time width, for example, 10 minutes, during which the reading unit 61 prevents reading of the offset data even if the reading unit 61 reads the offset data, and Thus, when one piece of offset data is given for signal control of the master unit and the slave unit, signal control by the offset is continued for a certain period of time, and stable traffic control is guaranteed. .

In this manner, each time the marker passes through the section, the number of existing vehicles is measured, the offset corresponding to the measured value is read from the offset table 50, and the parameter is transmitted from the control data output unit 63 to the signal control means 70 of the master unit and transmitted. Means 90
Is transmitted to the slave unit C via the collective modem 30.

As shown in FIG. 14, the signal control means 70 includes a vehicle lamp and a pedestrian lamp 71 indicating blue, yellow, and red, and a lamp for turning on / off each of these lamps. Lamp driving unit 72, a lighting planning unit 73 for setting the order of lighting or extinguishment in the lamp driving unit, timing, etc., and a step counter 74 for defining the temporal progression of the command output by the current planning unit, A step 75 for setting a time width of each step in response to a timer 75 for giving a stepping condition to a step counter 64 in response to a clock signal from a timing means, and a step condition indicating the current step position of the step counter 74 Receiving the offset data output from the offset reading means 60 and the base unit P
And an offset timer 77 for setting an offset of signal control by the

The offset timer 77 defines the start timing of the first step of the step counter 74.
Upon receiving the offset data given from 60, time counting is started based on a signal representing the last step of the step condition, and a first step start signal is given to the step counter 74 when the set offset time has elapsed.

The interlocking signal output means 80 monitors the step condition of the step counter 74, detects that the color has changed from blue to yellow, and outputs an interlocking signal.

The signal control means 70, as shown in FIG.
According to the settings of 73, step control signal G for turning on the interlocking parent each lighting instrument intersection Lp _1, Lp ₂ at a predetermined timing, Y, and outputs the R, the interlocking signal output means 80 is input from the step counter 74 Upon detecting a change from the change and the second direction lamp device Lp ₂ blue current-from the first direction lamp device Lp ₁ blue current-to yellowish current-condition to yellow current-interlocking signal polarity continues until each change point is different a and b are output and given to the transmission means 90. Thereby, the transmission means transmits the interlocking signal to the slave unit C.

The slave C has almost the same configuration as the signal control means 70 of the master shown in FIG. 14. However, in the slave, the offset timer is not activated according to the step condition. Can be activated by the interlocking signals a and b.
Further, the green light early cut command circuit 78 in FIG. 14 is provided only in the master unit as described later.

In this way, the slave unit C sets the offset data OF sent from the master unit P in the offset timer 77, and sets the present schedule set in the announcement planning unit 73 based on the interlocking signal a sent from the master unit. signal control is performed according to the contents, as shown in FIG. 15, the first direction lamp device of the slave unit at the time of the offset oF ₁ elapsed from the time of changing from blue current-first direction lamp device Lp ₁ of the master unit to the yellow current- Lc ₁ is changed from blue presentation to yellow presentation in conjunction with the second direction light Lc when the predetermined offset OF ₂ corresponding to the number of existing vehicles at that time has elapsed, similarly by the interlocking signal b from the master unit. Change the blue manifestation of ₂ to the yellow manifestation.

In an embodiment for achieving the second object, the measuring device
40 is connected to first-clog predicting means 100 for predicting first-clogging from the output measurement value. When the number of existing vehicles measured is the congestion degree of, for example, about 90% to 95% of the maximum number of existing vehicles in the section L, that is, the number of existing vehicles is stored.
The measured value of the measuring device 40 is compared with the reference value stored in the premature stop predicting means, and when they match, a premature stop predicting signal is outputted to the early blue turn command circuit 78 provided in the signal control means 70. It is.

The blue early turn command circuit 78 receives the step condition of the step counter 74 as another condition signal. When the display step is reached, the step from that step to the step immediately before the yellow display,
That is, the number of steps up to the blinking step of the pedestrian lamp in the section direction in which the jamming is predicted is calculated, and the same number of forced stepping pulses is given to the step counter 74.

Thus, when the congestion degree of a certain section is in a state immediately before the end of the jam at 90 to 95%, the early jam predicting means 100 operates and outputs the early jam prediction signal, which is the signal control means 70 of the master unit.
When the present step of the master unit is the blue instruction or when the present step becomes the blue instruction, a predetermined number of forced stepping pulses are input to the step counter 74. , The present step is skipped from the current blue present step to the step immediately preceding the yellow present step.

Since the presenting step of the master unit is changed from the blue indicating unit to the yellow indicating unit, the interlocking signal output unit 80 sends the interlocking signal to the slave unit. Therefore, even in the slave unit, the blue display is changed to the yellow display after a predetermined offset has elapsed based on this interlocking signal.

In other words, the signal controller immediately blinks the pedestrian light in response to the jamming prediction signal, and immediately changes the vehicle light from the blue light to the yellow light to call attention, and then walks with the vehicle light. I change the light for the person to a red light,
The blue sign is quickly turned off so that vehicles do not overflow into the intersection and stop, allowing vehicles and pedestrians to pass in the opposite direction.

Therefore, according to the interlocking control signal according to the present invention,
The worst-case situation where vehicles stopped in an intersection due to jamming can obstruct the traffic of vehicles in the opposite direction and further disrupt road traffic can be prevented.

As described above, according to the first aspect, according to the first aspect, the number of existing vehicles in a section between adjacent intersections is measured in real time, and an offset that is measured and stored in advance corresponding to the measured value is read out.
Since this is set in the offset timers of the master unit and slave unit, an appropriate offset that can always be used to realize rational interlocking control that responds to actual traffic flow is used. The rational interlocking control suitable for is realized.

According to the second aspect of the present invention, when there is a possibility that a premature clogging phenomenon may occur in the interlocking control type traffic light, the vehicle is quickly forcibly imposed by accurately predicting this and quickly turning off the green signal in the direction. It is possible to prevent a traffic jam that may be caused by a traffic jam. By performing early cutting of the green signal by linking the master unit and the slave unit over several sections based on the prediction of jamming, the jamming prevention effect can be sufficiently exhibited in an area where the vehicle is easily congested in a similar pattern. .

[Brief description of the drawings]

FIG. 1 is a block diagram showing a basic configuration of the present invention, and FIG.
FIG. 3 is a schematic diagram showing a configuration in which vehicle identification is performed by a vehicle number reading method, FIG. 3 is a schematic diagram showing a configuration of a vehicle identification device and a measuring device based on a vehicle shape detection method, and FIG. FIG. 5 is a schematic diagram showing an example of an arrangement state of a vehicle sensing head and each lamp, FIG. 5 is an explanatory diagram of a vehicle shape data processing method, FIG. 6 is a schematic diagram showing various examples of vehicle height patterns, and FIG. flowchart illustrating the operation of the measuring device, Figure 7A is a flowchart for explaining details of step p ₅ of FIG. 7, FIG. 8 is a section inlet and the sensing vehicle at the exit of the vehicle height representative value when the series data FIG. 9 is a time chart illustrating an example of a travel time measurement method, FIG. 10 is a time chart illustrating how to determine an initial value of the number of existing vehicles, and FIG. 11 is an existence in an actual section. Time chart showing an example of measuring the number of vehicles and travel time Figure 12 is present the number of vehicles and graphs for explaining the method for setting the correlation and offset of the offset, Fig. 13 is a block diagram mainly showing the configuration of a read-out means. FIG. 14 is a block diagram showing the structure of the signal control means, and FIG. 15 is a time chart for explaining the interlocking relationship between the change of the present contents of the master unit and the present contents of the slave unit. FIG. 16 is a schematic diagram for explaining the interlocking relationship between the parent device and the child device according to the prior art, and FIG. 17 is a time chart for explaining the interlocking relationship between the present contents of the parent device and the child device according to the prior art.

Claims (2)

(57) [Claims] The present invention comprises: a master controller and a slave controller; (a) the master controller: a. The master controller receives a vehicle identification signal from vehicle identification means provided at an entrance and an exit of a section between adjacent intersections. Means for processing and measuring the number of existing vehicles in the section in real time; b. A rational value corresponding to each existing vehicle number based on the actual measurement value of the travel time required for passing through the section in the various existing vehicle numbers in the section. An offset table for setting and registering an offset time capable of realizing an interlocking control; c. Reading an offset time corresponding to the number of existing vehicles from the offset table based on the measurement value obtained by the existing vehicle number measuring means. Reading means, d. An offset given by the reading means is set,
Signal control means having an offset timer started by a step condition of a step counter; e. Interlocking signal output means for outputting an interlocking signal in a step in which the present step condition changes from a blue indicator to a yellow indicator step; f. Said reading means (B) transmitting the offset time data read by the controller and the interlocking signal output by the interlocking signal output means to a child controller, which is controlled by the signal controller in the section, which is the parent controller. The child controller is provided with: g. An offset timer that is set with an offset time transmitted from the master controller and is started each time an interlock signal transmitted from the master controller is input. Traffic signal interlocking controller. 2. A master controller and a slave controller. (A) The master controller: a. The master controller receives a vehicle identification signal from vehicle identification means provided at an entrance and an exit of a section between adjacent intersections. Means for processing and measuring the number of existing vehicles in the section in real time; b. When the measured value of the existing vehicle measuring means is equal to or more than a predetermined value, detecting the detected value and outputting a signal for predicting that the vehicle is jam-packed. Means, c. An offset table in which offset time corresponding to each existing vehicle number is set and registered based on the actual measurement value of the travel time required for passing through the same section in the various existing vehicle numbers in the section, d. Reading means for reading an offset time corresponding to the number of vehicles present at that time from the offset table based on the measurement value obtained by e. The offset given by the reading means is set. ,
The offset timer started by the step condition of the step counter, and the step condition from the step counter is monitored, and when the leading-end predicting signal is given by the leading-end predicting means, the presenting step is blue. A signal control means having a green signal early cut command circuit for giving a forced stepping pulse to the step counter for changing the blue signal from the blue signal to the yellow signal, f. Interlocking signal output means for outputting an interlocking signal in a step of changing to a yellow indication step; andg. The section which is a parent controller, the offset time data read by the reading means and the interlocking signal output by the interlocking signal output means. Means for transmitting to a child controller that is controlled in conjunction with the signal controller of (b), wherein the child controller has h. Offset transmitted from the master controller is set,
A signal control unit having an offset timer that is started each time a link signal transmitted from the master controller is input, and a traffic signal link controller.