JP3236432B2 - Road traffic signal control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a road traffic signal control device for controlling a traffic signal so that traffic flows smoothly on a road network.

[0002]

2. Description of the Related Art In a road traffic control system, a traffic light is controlled in order to flow traffic efficiently. A traffic flow that is entitled or a group of traffic entitled to pass at the same time is called an announcement. The time during which the right of passage is granted (usually the period of the green light) is controlled by the following three signal control variables. (A) Cycle Time required for one cycle of a blue, yellow, red signal or a series of alternative signals to be displayed. (B) Split Percentage of time allocated to each display in one cycle. (C) Offset Adjacent intersection Of the green light start time of

[0003] When the signal control methods are classified by control unit, there are a point control method in which only one intersection is controlled independently, and a system control method in which several intersections are controlled in conjunction. In the system control method, the cycle at each intersection is shared in order to maintain the effect of the offset.

In the case of the point control method, as an example of a signal control variable setting method, for example, a webster (for example, described in "Traffic Signal Control Technology (Institute of Transportation Engineering, published in 1983)"). There is something called Webster's method. According to the method, the cycle C and the split _Sk are set by the following equations. C = (1.5L + 5) / (1-Σρ _k ) (1) S _k = ρ _k / Σρ _i (2) where L is the loss time (yellow and one-red in one cycle) ), Ρ _k is the saturation of the k-th present. The saturation is a value obtained by dividing the traffic volume by the saturated traffic volume, and is generally a value of 1.0 or less. The saturated traffic volume is the maximum traffic volume flowing through the inflow path, and is generally about 2000 vehicles / blue 1 hour.

In the case of system control, for example, according to the above-mentioned literature, a cycle that is appropriate for an intersection having the highest degree of saturation in a control area is determined by equation (1), and the cycle is defined as a common cycle for all the intersections. Is described. The split is determined for each intersection in the same manner as in the case of the point control.

An example of the relationship between the cycle and the offset in the system control is described in “Research on Cycle Control in System Traffic Signals (JSCE Transaction Report No. 241, 197).
(September 2005)).

As a method of setting the offset, for example, as shown in FIG. 11, there is a method of maximizing the width of the time (passing band width) during which all the intersections can pass with the green light. This method is described in, for example, “Synchronizing Traffic Signal for Synchronizing Traffic Signals”.
nals for Maximal Bandwidth] (Operation Research [Oper
ation Reseach] Vol. 12, No. 6 (1964) and "Real-time system control by maximizing the passband width (materials of IEEJ Road Traffic Research Group, RTA92-26)" (199)
2 years). In the drawing, R indicates a red signal period, G indicates a blue signal period, and Y indicates a yellow signal period.

Japanese Patent Laid-Open Publication No. Sho 56-88599 discloses a method of controlling a traffic signal using a traffic flow rate and a travel time as control parameters. The method is a method in which the product of the traffic flow and the reciprocal of the travel time is used as the evaluation function U, and the cycle, split, and offset are set so as to optimize the evaluation function U. But the cycle,
It does not describe how to set the split and the offset to optimize the evaluation function U.

[0009]

Since the conventional road traffic signal control system is configured as described above, the system control described in "Traffic Signal Control Technology" requires the most congested intersection. Although an appropriate cycle is used as a common cycle, there is a problem that the system control is not necessarily set to have the highest effect. The setting of the offset should originally be made using the average travel time and the stop time due to traffic congestion as parameters. However, since it is difficult to directly set an offset using a parameter related to time, conventionally, an offset setting that maximizes the passband width has been performed as described in each document. That is, the setting of the offset is not performed using the evaluation index that should be used originally, and is not necessarily set so that the effect of the system control is always the highest.

The method described in Japanese Patent Application Laid-Open No. 56-88599 controls a traffic signal based on traffic flow and travel time as evaluation criteria, and it is expected that better system control effects can be obtained. . However, it does not include a specific cycle, split, and offset setting method as described above. Further, it is impossible to perform signal control to suppress the speed of a vehicle traveling at an excessive speed.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. In system control, signal control variables can be set so that the effect of the system control is best exhibited, and the system can be controlled at an excessive speed. It is an object of the present invention to provide a road traffic signal control device capable of performing speed-restrictive control on a running vehicle.

[0012]

According to a first aspect of the present invention, there is provided a road traffic signal control device for setting a signal control variable for a traffic signal using the number of vehicles passing through and an actually measured travel time and a target travel time. Control variable setting means for performing the control.

According to a second aspect of the present invention, in the road traffic signal control device, the control variable setting means uses the number of vehicles passing through the link and the actually measured travel time and the target travel time of the link in the control target area. And common offset setting means for setting an offset between adjacent traffic signals.

According to a third aspect of the present invention, there is provided the road traffic signal control device, wherein the control variable setting means uses the number of vehicles passing through the link and the difference between the actually measured travel time of the link and the target travel time. And an offset setting means for setting an offset between adjacent traffic signals.

According to a fourth aspect of the present invention, in the road traffic signal control device, the offset setting means sets the offset using the number of vehicles passing through the link and a difference between the actually measured travel time of the link and the target travel time. It is configured to be set.

According to a fifth aspect of the present invention, there is provided a road traffic signal control apparatus for connecting a plurality of control target areas, and using a common cycle in the control target areas and a target travel time of a link to be connected. Further, there is further provided an area connecting means for setting a common cycle of the set area.

The road traffic signal control device according to the invention of claim 6 further comprises a half cycle setting means for halving the length of the common cycle.

[0018]

According to the first aspect of the present invention, the control variable setting means, when setting the signal control variable, determines the number of vehicles passing through,
Variable setting is performed in consideration of the actually measured travel time and target travel time.

The common cycle setting means in the second aspect of the present invention sets a common cycle in consideration of the number of passing vehicles, the actually measured travel time and the target travel time, and gives priority to a traffic flow traveling at the target time. Signal control is realized.

The split setting means in the invention according to claim 3 performs split setting in consideration of the deviation of the number of passing vehicles and the travel time, and implements congestion elimination control and speed suppression control.

The offset setting means in the invention according to claim 4 performs offset setting in consideration of the deviation of the number of passing vehicles and the travel time, and performs signal control, traffic congestion elimination control, and the like for giving priority to traffic flowing at the target time. Implement speed suppression control.

According to the fifth aspect of the present invention, the area connecting means widens the control target range and realizes congestion elimination control and speed suppression control over a wide range.

The half cycle setting means in the invention according to claim 6 provides means for halving the length of the common cycle, thereby making it possible to prevent adverse effects when the common cycle is too large.

[0024]

【Example】

Embodiment 1 FIG. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a road traffic signal control device according to a first embodiment of the present invention together with its peripheral devices. In the figure, reference numeral 100 denotes a road traffic signal control device. The road traffic signal control device 100 includes a control variable setting unit (control variable setting means) 1 for setting a signal control variable based on a target travel time or the like, and a plurality of sub-controls. The system includes a sub-area coupling unit (region coupling means) 2 for coupling areas, a signal control unit 4 for controlling a traffic light 6, and a traffic condition input unit 5 for inputting a traffic condition.

The control variable setting section 1 is a split setting section (split setting means) for setting a split at each intersection.
1A, a common cycle setting unit (common cycle setting unit) 1B for setting a common cycle in the sub control area, and an offset setting unit (offset setting unit) 1C for setting an offset of each intersection. Reference numeral 4 denotes a traffic signal controlled by the road traffic signal control device 100, and reference numeral 5 denotes a traffic condition monitoring device that monitors the traffic condition of the road and supplies the traffic condition to the road traffic signal control device 100.

FIG. 2 shows an example of a road network controlled by the road traffic signal control device 100. In the drawing, 10A and 10B each indicate a sub-control area including a plurality of intersections. As shown in FIG. 2, the control area includes one or more sub-control areas (in FIG. 2, two sub-control areas are illustrated).

Next, the operation will be described with reference to the flowchart of FIG. The traffic condition monitoring device 7 installed at each point on the link has a sensor that detects a passing vehicle and its speed. Each traffic situation monitoring apparatus 7 measures the traffic volume of the link q _i (units / hour) and the travel-time t _i (step ST1). The travel time t _i is obtained, for example, by calculating [link length / vehicle speed]. The obtained traffic volume q _i and travel time t _i are transmitted to a road traffic signal control device 100 installed in a road control center or the like. In the road traffic signal control device 100, the traffic condition input unit 5 receives the information and receives the information.
Send to Here, the link means a road between two adjacent intersections.

Here, the concept of traffic demand is introduced.
That is, the control variable setting unit 1, a split setting unit 1A calculates the traffic demand m _i of each link (3). m _i = αs _i + β (t _i −t _r , _i ) / t _i (α, β ≧ 0) (3)

[0029] Here, s _i is the degree of saturation of the links, it is generally 1.0 or less value. The saturation reflects the number of passing vehicles. alpha, beta is a non-negative value, m _i is selected to be 1 or less. For example, both are set to 1. _tr , _i is the target travel time for the link. The target travel time can be set arbitrarily, but in general, the time required to travel through the link when traveling at the speed limit is set as the target travel time. Therefore, when the actually measured travel time t _i is equal to the target travel time _tr , _i , the second term on the right side of the equation (3) is 0.
, And the traffic demand m _i is a match for a linear function only by saturation s _i or saturation s _i. Therefore,
The second term on the right side of the equation (3) corresponds to a correction term that produces an effect when the actually measured travel time t _i does not match the target travel time t _r , _i , and β is the extent to which the effect of that term is taken. Is a coefficient that determines Hereinafter, [link length / target travel time] is referred to as target speed.

The split setting unit 1A determines the present traffic demand Μ _k (k: present number) for each intersection in order to calculate the minimum cycle C _min , _j at each intersection. Traffic demand Micromax _i of current-is the maximum value of m _i of each link to be passable at the same current-. Then, the minimum cycle C _min , _j (j: intersection ID) and the split S _j of each intersection are determined by the equations (4) and (5).

C _min , _j = L / (1−γΣΜ _k ) (4) S _j = Μ _k / ΣΜ _k (5)

When the traffic volume is heavy and traffic jams, the traveling speed of the vehicle decreases, and the traffic flow rate measured by the traffic condition monitoring device 7 decreases. That is, the saturation degree s
_i decreases. Therefore, when the split is determined by the equation (2) based on the degree of saturation as in the conventional case, the split may be reduced. However, according to this embodiment, such a case, the travel time of the measured t _i is the target travel time t _r, because much larger than _i, the second term traffic demand m _i by (3) 1 (When β = 1). In other words, I m _i reflects the exact traffic demand. Therefore, by setting the split S _j with based on the traffic demand m _i (5) wherein the split so as to eliminate the congestion would be set.

Further, when the speed of the traffic flow is higher than the target speed, it is possible to perform signal control for suppressing the speed. In this case, the travel time of the measured t _i is the target travel time t _r, since shorter than _i, the second term of traffic demand m _i becomes negative. Then, traffic demand m _i is smaller than the saturation s _i. When traffic demand m _i decreases, the split S _j is smaller than (5). That is, the period during which the right of right is given is shortened, and the vehicle is controlled in a speed-restricting manner.

The common cycle setting section 1B, link round-trip transportation demand M _i in the weighted link target round-trip travel time T
Using the average of _r and _i , the common cycle C _{A of the} sub control area
Is set (step ST3). That is, to calculate a common cycle C _A by (6). C _A = (Σθ _i M _i T _r , _i / n _i ) / ΣM _i (6)

Here, θ _i is the link importance.
That is, if the i-th link is of high importance, such as a main road, θ _i is set to, for example, 2-3. Otherwise, θ _i is set to 1 or less. In addition, _ni is an integer and is generally 1, but is set to be larger than 1 when it is determined that the link length is long. In any case, θ _i and _ni are determined according to traffic conditions. Equation (6) gives priority to a traffic flow traveling at the target travel time weighted by the link target round-trip travel time _Tr , _i .

[0036] The link round-trip transportation demand M _i in the equation (7), link target round-trip travel time T _{r, i} is defined by equation (8). M _i = ^mu _i + m ^d _i ... (7) _Tr , _i = t ^u _r , _i + t ^d _r , _i ... (8) Here, the subscript u indicates the upward direction and d Indicates a downward direction.

Further, the common cycle setting unit 1B
(6) When the common cycle C _A does not satisfy the equation (9) conditions by expression performs a modification as shown in equation (10). C _A ≧ max (C _min , _j ) (9) C _A = ζ [(Σθ _i M _i T _r , _i / n _i ) / ΣM _i ] + η (10)

When the main road in the sub control area is congested, the common cycle setting unit 1B
The common cycle C _A is set by the equation (11). C _A = ζ max (T _r , _i ) + η (11)

The common cycle setting unit 1B determines that traffic is congested if the equation (12) is satisfied using, for example, the actually measured travel time t _i . Σδ _i T _i ≧ T _jam (12) Here, T _jam is a threshold value for determining traffic congestion, and is defined by [link length / congestion speed]. The congestion speed is, for example, 20
km / h. δ _i is the importance of the link. For example, if the link is of high importance, a value greater than 1 is set. T _i is the actually measured link round trip time, and T _i = t ^u _i + t ^d _i .

Ζ and η in equations (10) and (11) are
This is a coefficient for setting the common cycle C _A to a sufficiently large value. In particular, in the case of equation (11), the common cycle C
_This is a coefficient for setting A to a value sufficiently larger than the link target round trip time _Tr , _i . For example, ζ is 2
3 and η is set to 10-20. But,
These are also determined according to traffic conditions.

[0041] As described above, and to set a common cycle by using the link round-trip transportation demand M _i and the link target round-trip travel time T _r, a _i, it is possible to signal the following control. That is, when the common cycle is set equal to the link target round trip travel time T _r , _i as described in the document “Traffic signal control technology”, the vehicle travels at the target speed as shown in FIG. A group of vehicles can pass without stopping in both directions. However, since the length of each link in the sub-control area is generally different and the traffic flow is not always flowing at the target speed,
Not all links can be passed smoothly.

[0042] As in this embodiment, by using the link round-trip transportation demand M _i and the link target round-trip travel time T _r, a _i, M _i T _r, a large link (traffic demand of the _i-large, or long link length ) Can be set as a common cycle. That is, a more effective cycle is set as a common cycle. Also, (10),
If the common cycle CA is corrected using the equation (11), the cycle is set to be sufficiently longer than the travel time, so that the green signal period is also sufficiently longer than the time width for the vehicle group as shown in FIG. . Therefore, a group of vehicles traveling at the target speed can pass through each intersection in both the vertical direction without stopping at the traffic light. That is, when the cycle is determined in this manner, the cycle is given priority to the traffic flow traveling at the target speed .

The sub-area combining unit 2 combines a plurality of sub-control areas and sets a common cycle of the combined control areas (step ST4). For example, the difference between the common cycles of the adjacent sub-control areas 10A and 10B is κ.
If so, combine them into one control area. As the value of κ, an appropriate value is selected so that the common cycle after the combination does not become excessive for one sub-control area.

The common cycle C _c after combination is set by equation (13). C _c = (M _a C _a + M _b C _b + M _{l Tr} , _l ) / (M _a + M _b + M _l ) (13) where M _a and M _b are the sub-control area 10A,
Maximum value of the link round-trip transportation demand M _i of 10B, M _l is reciprocal traffic demands of links attached sub-control area 10A, the 10B, C _a, C _b is the sub-control area 10, respectively
A, 10B common cycle, _Tr , _l is the sub control area 1
This is the target round trip time of the link connecting 0A and 10B. Therefore, Expression (13) corresponds to a case where attention is paid to the link connecting the sub-control areas 10A and 10B in Expression (6).

When both sub-control areas 10A and 10B are congested, a correction is made according to equation (14). C _c = ζ max (C _a , C _b , T _r , _l ) + η (14) The concept of this equation is the same as that of equation (11).

The offset setting section 1C sets an offset (step ST5). The offset setting unit 1C
Either the equality offset or the priority offset is selected according to the balance between the traffic conditions of the main road going up and down. That is, a selection is made according to the number of vehicles passing. The balance of the traffic condition is determined by, for example, Expression (15). Here, each direction of traffic flow q _i from the traffic situation monitoring apparatus 7 are used. May be used traffic demands m _i in place of the traffic volume q _{i. ^{| Σq u i -Σq d i |}} / ΣQ i <ε (Q i = q u i + q d i) ··· (15) ε is set to, for example, about 0.1 to 0.2.

When the equation (15) does not hold, that is,
When the up / down traffic condition is unbalanced, the offset setting unit 1C selects a priority offset method giving priority to a direction with a large traffic volume. Then, in this embodiment, the offset setting unit 1C sets the offset [O _{j + 1} −O _j ] in consideration of the travel time, as shown in Expression (16). _{O j + 1 -O j = t} r, i + ι (t r, i -t i) mod C ··· (16) where, iota, again, the travel time of the measured t _i and the target travel time t _r , _i, and is a value that determines how much the difference from _i is taken into account, and is determined according to the traffic situation. For example,
A value close to 1 is set.

[0048] Also, C is, if the binding of the sub-control area has been made, (13) a common cycle C _c by formula or (14), when the offset coupling is not made, (6 ) expression, a common cycle C _a by (10) or (11).

When an offset is set in consideration of the actually measured travel time t _i , the following control can be performed. When the measured travel time t _i matches the target travel time _tr , _i , the offset O is set as shown in FIG.
Is set. When the speed of the traffic flow is higher than the target speed and the actually measured travel time t _i is shorter than the target travel time _tr , _i , an offset O is set as shown in FIG. Therefore, speed suppression control for stopping the high-speed traffic flow at the next red light is executed.

In the case of heavy traffic, the actual travel time t
_{Since i} is longer than the target travel time _tr , _i , an offset O is set as shown in FIG. Therefore, the green light period is started before the traffic flow arrives, and congestion elimination control is performed such that the traffic flow arrives after the queue is processed.

When the expression (15) is satisfied, that is, when the traffic condition in the up and down directions is balanced, the offset setting unit 1C selects the equal offset method. As described in the document “Traffic signal control technology”, 2
It is known that it is better to select an alternating offset when T _r , _i / 3 ≦ C ≦ 2T _r , _i is satisfied.

Therefore, in such a case, the offset setting section 1C sets the offset according to the equation (17). _{O j + 1 -O j = [} (t u r, i + ι (t u r, i -t u i)) / (t d r, i + ι (t d r, i -t d i) + t u r ^{_{, i + ι (t u r}} , i -t u i)] × C ··· (17)

If 2T _r , _i / 3 ≦ C ≦ 2T _r , _i is not satisfied, the offset setting section 1C selects a simultaneous offset. That is, the offset is set by equation (18). O _{j + 1} −O _j = 0 (18)

If the offset is set by using the expression (17), the speed suppression control is performed when the actually measured travel time is shorter than the target travel time, as in the case of the priority type offset by the expression (16). When the actual travel time is longer than the target travel time, the congestion elimination control is performed. In addition, the coefficient of C in the equation (17) is obtained if the speed of the traffic flow above and below is equal to the target speed.
0.5. In other words, under that condition, a completely alternating type is used. In other words, such a setting is a priority offset setting for a traffic flow flowing at the target speed.

According to the common cycle, split and offset set as described above, the signal control unit 4
The lighting control of each traffic light 6 is performed.

In this embodiment, the split setting section 1A sets the split using the equation (4), and the common cycle setting section 1B or the sub area coupling section 2 sets the splits (6) and (1).
(0), (11), (13), and (14), the common cycle is set, and the offset setting unit 1C sets (17)
The offset is set using the equation or the equation (18). However, even when the split setting unit 1A, the common cycle setting unit 1B or the sub-area combining unit 2, or the offset setting unit 1C is provided independently, the effect is smaller than when all are provided. However, effective system control is possible.

For example, even when the split setting unit 1A sets the split using the equation (4) and sets the common cycle and the offset in the conventional manner, the congestion elimination control and the speed suppression control are performed. it can. The common cycle setting unit 1B determines whether the equation (6), the equation (10) or
Even when the common cycle is set using the equation (1) and the split setting and the offset setting are performed by the conventional method, priority is given to the traffic flow flowing at the target speed.
Control.

Then, the offset setting section 1C sets (17)
The offset is set using the equation or the equation (18),
Even when the setting of the common cycle and the setting of the split are performed by the conventional method, the congestion elimination control and the speed suppression control can be performed. However, in this case, C in equation (17) is a common cycle according to the conventional method.

Embodiment 2 FIG. FIG. 9 is a block diagram showing a road traffic signal control device according to another embodiment of the present invention together with its peripheral devices. In the figure, reference numeral 101 denotes a road traffic signal control device further including a half cycle setting unit (half cycle setting means) 3 for halving the common cycle.

Next, the operation will be described with reference to the flowchart of FIG. The control variable setting unit 1 and the sub area combining unit 2 operate in the same manner as in the above embodiment (steps ST1 to ST5). For an intersection with many right-turn traffic and an intersection with many pedestrians, if the set common cycle becomes longer, subsequent traffic may be adversely affected or pedestrians may feel uncomfortable. At such an intersection,
If the common cycle is relatively long, the half cycle setting unit 3 halves the common cycle (step ST6). Then, the signal control unit 4 controls the lighting of each traffic light 6 based on the halved common cycle.
The threshold for determining whether to halve the common cycle is
It should be determined, but is set to 90 seconds, for example.

With such control, the common cycle is shortened, so that pedestrian discomfort does not occur. Also,
Since the ratio of the lost time occurring between the cycles becomes large, the processing of the right turn waiting vehicle in the intersection is promoted.

[0062]

As described above, according to the first aspect of the present invention, the road traffic signal control device uses the number of vehicles passing, the actually measured travel time and the target travel time to perform signal control on the traffic light. Since it has a configuration with control variable setting means for setting variables, it is possible to perform signal control that gives priority to a preset target travel time,
There is an effect that a control that can perform the congestion elimination control and the speed suppression control is obtained.

According to the second aspect of the present invention, the road traffic signal control device uses the number of vehicles passing through the link and the actually measured travel time and target travel time of the link to determine a common cycle in the control target area. Since the setting is performed, there is an effect that a signal control that gives priority to the traffic flow traveling at the target time can be obtained.

According to the third aspect of the invention, the road traffic signal control device sets the split using the number of vehicles passing through the link and the difference between the actually measured travel time of the link and the target travel time. As a result, a split that suppresses the speed of traffic flowing faster than the target time is given, and traffic congestion ahead is automatically resolved for traffic that is congested. There is an effect that a material that gives a natural split can be obtained.

According to the fourth aspect of the present invention, the road traffic signal control device sets the offset using the number of vehicles passing through the link and the difference between the actually measured travel time of the link and the target travel time. Signal control that prioritizes traffic flow traveling at the target time, signal control that suppresses speed for traffic flows traveling faster than the target time, traffic congested There is an effect that a signal control that automatically eliminates traffic congestion ahead of the flow can be obtained.

According to the fifth aspect of the present invention, the road traffic signal control device connects a plurality of control target regions, and uses a common cycle in each of the control target regions and a target travel time of a link connected thereto. Since the configuration is such that the common cycle of the combined area is set, there is an effect that the above-described effects can be obtained in a wider range.

According to the sixth aspect of the present invention, since the road traffic signal control device is provided with the half cycle setting means for halving the length of the common cycle, the common cycle is too long. In this case, there is an effect that the processing of the vehicle waiting for a right turn in the intersection can be performed smoothly and the waiting time of the pedestrian can be reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a road traffic signal control device according to a first embodiment of the present invention together with its peripheral devices.

FIG. 2 is an explanatory diagram showing a configuration example of a sub control area.

FIG. 3 is a flowchart showing the operation of the road traffic signal control device according to the first embodiment of the present invention.

FIG. 4 is an explanatory diagram showing a relationship between a cycle and a travel time of a vehicle.

FIG. 5 is an explanatory diagram showing a relationship between a cycle and a travel time of a vehicle.

FIG. 6 is an explanatory diagram for explaining an effect of setting an offset.

FIG. 7 is an explanatory diagram for explaining an effect of setting an offset.

FIG. 8 is an explanatory diagram for explaining an effect of setting an offset.

FIG. 9 is a block diagram showing a road traffic signal control device according to a second embodiment of the present invention together with its peripheral devices.

FIG. 10 is a flowchart showing the operation of the road traffic signal control device according to the second embodiment of the present invention.

FIG. 11 is an explanatory diagram showing pass bands that can pass without stopping.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Control variable setting part (control variable setting means) 2 Sub area connection part (area connection means) 3 Half cycle setting part (half cycle setting means) 1A Split setting part (split setting means) 1B Common cycle setting part (common cycle setting) Means) 1C Offset setting unit (Offset setting means)

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-4-51399 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G08G 1/00-1/083

Claims (6)

(57) [Claims] 1. A road traffic signal control device for controlling a traffic signal in road traffic, wherein a control variable setting for setting a signal control variable for the traffic signal by using the number of vehicles passing through and an actually measured travel time and a target travel time. A road traffic signal control device comprising means. 2. The control variable setting means includes: a common cycle setting means for setting a common cycle in a control target area using the number of vehicles passing through a link and an actually measured travel time and a target travel time of the link; 2. The road traffic signal control device according to claim 1, further comprising: an offset setting means for setting an offset between traffic lights. 3. The control variable setting means includes a split setting means for setting a split using the number of vehicles passing through the link and a difference between an actually measured travel time of the link and a target travel time, and an offset between adjacent traffic signals. 2. The road traffic signal control device according to claim 1, further comprising: an offset setting unit that sets the offset. 4. The road traffic according to claim 2, wherein the offset setting means sets the offset using the number of vehicles passing through the link and a difference between an actually measured travel time of the link and a target travel time. Signal control device. 5. An area connecting means for connecting a plurality of control target areas and setting a common cycle of the connected areas by using a common cycle in each of the control target areas and a target travel time of a link to be connected. The road traffic signal control device according to claim 1, further comprising: 6. The road traffic signal control device according to claim 1, further comprising a half cycle setting means for halving the length of the common cycle.