KR101296148B1 - Method for Providing of Green Movement Track - Google Patents

Abstract

The present invention relates to a method for providing an environment-friendly moving path, the information providing terminal receiving the starting point and the destination of the vehicle from a vehicle terminal mounted on at least one vehicle, the information providing terminal to a plurality of links constituting the road Receiving a vehicle detection signal from at least one buried sensor, the information providing terminal checking the type of the vehicle from the vehicle detection signal, the information providing terminal checking the exhaust gas emission according to the vehicle type, and the road information on the road And extracting at least one route from the current location of the vehicle to the destination by the information providing terminal, and calculating the exhaust gas emissions to be emitted from the vehicle when the information providing terminal uses the route and the route. Transmitting.

Description

How to Provide a Green Path {Method for Providing of Green Movement Track}

The present invention relates to a method for providing an eco-friendly movement path, and more specifically, to determine the type of the vehicle and based on the emission of the exhaust gas according to the type of the vehicle, while the exhaust gas is discharged to the lowest of the plurality of paths, the movement time is fast. The present invention relates to a method for providing an environment-friendly moving path that provides an optimal path to a vehicle.

As the number of vehicles increases rapidly and the designated time increases, the driver moves using the vehicle-mounted navigation to avoid traffic jams and traffic jams, or selects roads with relatively little traffic. .

In order to provide the above-mentioned traffic information to the navigation, the traffic broadcasting reported the accident, construction, and designation information from the traffic operators, but the collected traffic information is not real-time data, but subjective, so that the accuracy and reliability of the information are deteriorated. There was a downside.

In order to overcome this problem, the method of estimating the section speed from the point speed is applied. However, as the designation becomes more severe, the linearity of the speed change due to the distance change at each point of the section is reduced, so the accuracy of the estimated section speed is reduced. Or a lot of errors occur in predicting the time required.

As a result, recently, a plurality of probe vehicles equipped with GPS and a wireless communication modem are used to determine the time and location of the probe vehicle when it passes through the link's starting point in the main server, thereby providing the section traffic information. I am using a method of collecting.

However, since the probe method requires the installation of a terminal equipped with an expensive GPS and a wireless communication modem for each probe vehicle, as well as a high cost of wireless communication every month, the total number of probe vehicles is operated within 1% of the total vehicles. Links with low traffic volume or links with heavy designations often have no probe vehicle passing through the link within a unit time.

In addition, when the designator moves a heavy link, a large amount of exhaust gas is emitted because it has to move for a long time.

For this reason, it is urgent to develop a system that can meet the needs of the user who wants to move from the starting point to the destination in an optimal path while minimizing the amount of exhaust gas.

Accordingly, an object of the present invention is to exhaust the exhaust from the vehicle on the basis of various conditions such as the type of the vehicle, the speed of the vehicle, the moving distance, etc. according to the detection result of at least one sensor embedded in a plurality of links constituting the road It is to provide a way to provide an eco-friendly movement path that can provide an optimized path while minimizing the amount of gas.

In order to achieve the above object, the method for providing an environmentally friendly movement route according to the present invention comprises the steps of receiving the starting point and destination of the vehicle from a vehicle terminal equipped with an information providing terminal on at least one vehicle, the information providing terminal is a road Receiving a vehicle detection signal from at least one sensor embedded in a plurality of links, wherein the information providing terminal checks the type of the vehicle from the vehicle detection signal, and the information providing terminal is connected to the vehicle type. Confirming exhaust gas emissions, road information on the road, and extracting at least one path from the current location of the vehicle to the destination, wherein the information providing terminal determines the path and the path. When calculating the exhaust gas emissions to be emitted from the vehicle and calculates the calculation result In that it comprises the step of transmitting to the features.

In the checking of the road information, the information providing terminal may include at least one path from the starting point to the destination, a link constituting the road, the traffic volume of the link, an average speed of a vehicle passing through the link, It is characterized in that the step of confirming the information including the type of traffic light, the traffic light formed on the road.

In addition, after the checking of the road information, the information providing terminal generates a message indicating that it is impossible to travel to the specific link if the type of the identified vehicle is a vehicle that cannot travel to a specific link. Characterized in that it further comprises the step of transmitting to the terminal.

In addition, the step of calculating the exhaust gas emissions and transmitting the calculation result to the vehicle terminal, the information providing terminal is the average speed of the vehicle passing through the link included in the at least one path, the exhaust gas according to the vehicle type And calculating the displacement of the exhaust gas expected when the vehicle moves from the current location to the destination using the number of discharges and the number of traffic lights formed on the road, and transmitting the calculation result to the vehicle terminal.

The checking of the type of the vehicle may include determining the type of the vehicle by calculating the wheelbase and the number of the vehicle.

The determining of the type of the vehicle may include calculating a speed, a length, and an occupancy rate of the vehicle based on vehicle detection signals detected by at least two sensors embedded in the information providing terminal spaced apart at a predetermined interval. It characterized in that it further comprises.

The determining of the type of the vehicle by calculating the wheelbase and the number of the vehicle may include: sampling, by the information providing terminal, the vehicle detection signal at a predetermined sampling frequency, and providing the information providing terminal with a predetermined upper level. Dividing the sampled vehicle detection signal into an out signal and an in signal based on a threshold value and a lower boundary value, wherein the information providing terminal transitions to a detection state when an out signal is continuously generated in a specific standby state, If the In signal is continuously generated in a specific detection state, the state transitions to a standby state, and setting a detection state section, wherein the information providing terminal comprises a vehicle detection signal corresponding to the set detection state section of the sampled vehicle detection signals. It is characterized in that it comprises the step of extracting by determining as valid data.

The sampling may include amplifying the sampling frequency so that the sampling frequency is at most twice the bandwidth of the vehicle detection signal received from the sensor.

In addition, before the step of dividing the sampled vehicle detection signal into an Out signal and an In signal, the information providing terminal sets the upper boundary value and the lower boundary value based on the average value of the output signal of the sensor in the standby state. Characterized in that it comprises a step.

In addition, before the setting of the upper boundary value and the lower boundary value, the information providing terminal may further include calculating an average value of the output signal in the standby state.

The determining and extracting of the valid data may include: extracting, by the information providing terminal, the value obtained by dividing the sampled number of samples per second by the number of times the sampled vehicle detection signal stays in the detection state as the valid data. It is characterized by the steps.

Accordingly, according to the structure of the present invention, according to the detection result of at least one sensor embedded in a plurality of links constituting the road in the vehicle by checking various conditions such as the type of vehicle, the speed of the vehicle, the moving distance, etc. By providing a path that can travel in the shortest time to the destination in the smallest amount of exhaust gas emitted, it is possible to move quickly to the destination, there is an effect that can help to protect the environment by minimizing the emissions of the exhaust gas.

1 is a conceptual diagram showing a system for providing an environment-friendly moving path according to an embodiment of the present invention.
2 is a block diagram showing the main configuration of a system for providing an environment-friendly movement path according to an embodiment of the present invention
3 is a block diagram showing the main configuration of the information providing terminal shown in FIG.
4 is a diagram showing a graph of a vehicle detection signal input in the form of a sine wave for explaining the information providing terminal according to the present invention.
5 is a view for explaining a N Out M In FSA (Finite State Agent) method for setting the optimum detection state interval in accordance with the present invention
6 is a graph showing a vehicle detection signal received from two sensors according to the present invention;
7 is a view showing a time interval required in the graph of the vehicle detection signal received from two sensors according to the present invention;
FIG. 8 is a diagram illustrating a graph of a vehicle detection signal of a plurality of sensors embedded spaced apart from each other
9 is a flowchart illustrating a method for providing an eco-friendly moving path according to an embodiment of the present invention.
10 is a screen exemplary view showing a screen for providing an eco-friendly moving path according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Prior to this, terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary terms, and the inventor should appropriately interpret the concept of the term appropriately in order to describe its own invention in the best way. The present invention should be construed in accordance with the meaning and concept consistent with the technical idea of the present invention.

Therefore, the embodiments described in this specification and the configurations shown in the drawings are merely the most preferred embodiments of the present invention and do not represent all the technical ideas of the present invention. Therefore, It is to be understood that equivalents and modifications are possible.

1 is a conceptual diagram illustrating a system for providing an environment-friendly moving path according to an embodiment of the present invention. 2 is a block diagram showing the main configuration of a system for providing an environmentally friendly movement path according to an embodiment of the present invention. 3 is a block diagram showing the main configuration of the information providing terminal shown in FIG. 4 is a diagram illustrating a graph of a vehicle detection signal input in the form of a sine wave for explaining the information providing terminal according to the present invention. 5 is a diagram illustrating a N Out M In Finite State Agent (FSA) method for setting an optimal detection state section according to the present invention. 6 is a diagram illustrating a graph of a vehicle detection signal received from two sensors according to the present invention. 7 is a view showing a time interval required in the graph of the vehicle detection signal received from the two sensors according to the present invention. 8 is a diagram illustrating a graph of a vehicle detection signal of a plurality of sensors which are spaced apart.

1 to 8, a system (100, hereinafter referred to as a system) for providing an environment-friendly moving path according to the present invention includes at least one sensor 110, a vehicle terminal 120, and an information providing terminal 130. The main server 140 is provided. The term node used in an embodiment of the present invention means an intersection, a road confluence point, and an intersection point of an intersection and a road, which are represented as A, B, C, D, E, and F in FIG. 1. In addition, the term link used in the embodiment of the present invention refers to a road connecting the nodes, that is, the road between the intersection and the intersection, the road between the road junction and the road junction, the road between the intersection and the road junction. it means.

Sensors 11, 12, 13, 14, 15, 16, 17, 18 (hereinafter referred to as 110 as necessary) are embedded in a plurality of links constituting the roadway. In this case, when the length of the link is shorter than 100 meters, one sensor 110 may be embedded in the middle portion of the link. When the length of the link is longer than 100 meters, a plurality of sensors may be provided at intervals of 100 meters. The sensor 110 may be embedded.

In addition, an interval between the sensors 110 spaced apart from each other may be referred to as a segment, and by embedding the plurality of sensors 110 based on 100 meters, the moving speed between the spaced sensors 110 may be confirmed. In order to be able to accurately measure the moving speed of the vehicle according to the section within one link. In addition, the sensor 110 may detect the movement of the vehicle on a one-minute basis, but is not necessarily limited thereto, and it is apparent that the sensor 110 may be changed and applied by those skilled in the art.

When the vehicle 110 recognizes a vehicle passing through a link connected to at least two nodes, the sensor 110 generates a vehicle detection signal indicating that the vehicle is recognized and provides the information to the information providing terminal 130.

More specifically, when the vehicle passing through the link is recognized, the sensor 110 outputs an amount of change in the output voltage according to the change in the magnetic field as an analog vehicle detection signal in the form of a sine wave. The output vehicle detection signal is transmitted to the information providing terminal 130 through the local area wireless communication network.

The sensor 110 may be a geomagnetic sensor. When the vehicle stops or passes through the road, the direction of the magnetic field rising from the ground is changed. The magnetic field of the earth can be detected by a geomagnetic sensor to recognize the vehicle. The geomagnetic sensor has a variety of detection regions (gauss) according to the type, an anisotropic magnetoresistive (AMR) (hereinafter referred to as "AMR sensor") can be used for vehicle recognition.

In general, geomagnetic sensors that include the geomagnetic range generated in the earth in the detection region include Squid, Fiber-Optic, Optically Pumped, Nuclear Procession, Search-Coil, Anisotropic Magnetoresistive (AMR), and Flux-Gate. In consideration of economical efficiency, among the geomagnetic sensors capable of detecting not only the range of the Earth's Field, but also the range of the magnetism that can be changed as the vehicle passes, it is preferable to use an AMR sensor in the present invention.

In addition, the sensor 110 may include a geomagnetic sensor, a correction sensor for correcting a posture of the geomagnetic sensor, and an auxiliary sensor for correcting a detection value of the geomagnetic sensor according to a detection condition.

More specifically, before the vehicle passes, the detection value of the AMR sensor is in an initial state of maintaining a constant level. This initialization state continues when there is no vehicle in an area within a radius of 1.5 m from the position where the AMR sensor is embedded. If the vehicle exists in an area within a radius of 1.5m from the location where the AMR sensor is embedded, the AMR sensor switches to the detection state that measures the geomagnetic change, and passes the AMR sensor 0.5m before passing the AMR sensor embedding location. After that, the geomagnetic change can be measured in the area up to about 0.3m. In this case, since the detection distance varies depending on the material of the vehicle, the size of the vehicle, the height of the vehicle body, the amount of the vehicle body metal, and the like, the above-described vehicle recognition radius is not uniformly applied to all vehicles. As such, when the vehicle leaves the geomagnetic variation measuring area, the AMR sensor is in the dormant state, and maintains the initialization state until the next vehicle passes, and then repeats the detection and dormancy state. Geomagnetic sensors, such as AMR sensors, can identify the presence, direction, and size of the vehicle.However, since the detection of geomagnetic changes is affected by temperature, humidity, and vibration, the actual detection environment may be different from the reference temperature, humidity, or vibration. In this case, it is preferable to add a temperature sensor, a humidity sensor, and a vibration sensor, which are auxiliary sensors for correcting the detection value of the geomagnetic sensor by compensating for the presence.

In addition, when the sensor 110 is buried underground, inclination or rotation may occur in the sensor 110, in order to prevent abnormality of the geomagnetic change detection value due to the position and attitude change of the sensor 110, the position and It is desirable to add a correction sensor to compensate for posture changes.

As such, the resultant value detected by the sensor 110 including the 3-axis AMR sensor, the auxiliary sensor, and the correction sensor is transmitted to the information providing terminal 130 through the short range wireless communication network.

The vehicle terminal 120 is installed in the vehicle and performs communication with the information providing terminal 130. In particular, the vehicle terminal 120 transmits information of a starting point and a destination to the information providing terminal 130, and discharges exhaust gas to be discharged when moving from the starting point received from the information providing terminal 130 to the path and the destination. Output the expected quantity.

The information providing terminal 130 receives a starting point and a destination from the vehicle terminal 120 mounted on at least one vehicle, and receives a vehicle detection signal received from at least one sensor 110 embedded in a plurality of links constituting a road. After confirming the type of the vehicle from the exhaust gas emissions according to the type of vehicle, the road information on the road to extract at least one route from the current position of the vehicle to the destination, and when using the extracted route to be discharged from the vehicle The exhaust gas emissions are calculated and the calculation results are transmitted to the vehicle terminal 120. To this end, the information providing terminal 130 is provided with a communication unit 131, a storage unit 132, a control unit 133, the storage unit 132 is provided with a vehicle information DB (132a), road information DB (132b) The control unit 133 includes a preprocessor 133a, a vehicle model checking unit 133b, a path checking unit 133c, a calculating unit 133d, and a generating unit 133e.

The communication unit 131 communicates with the sensor 110, the vehicle terminal 120, and the main server 140 through a communication network (not shown). For example, the communication unit 131 is a communication module that can be connected to the wired or wireless communication network, the communication unit 131 may be made of a known modem and wired or wireless LAN.

The storage unit 132 stores information related to an operation of a program for controlling the information providing terminal 130 under the control of the control unit 133. In particular, the storage unit 132 stores the vehicle information and the road information received from the main server 140 in the vehicle information DB 132a and the road information DB 132b under the control of the controller 133.

The vehicle information stored in the vehicle information DB 132a is information such as the type of vehicle, the type of fuel used according to the type of vehicle, the type of vehicle, and the amount of exhaust gas discharged according to the speed of the vehicle.

The road information DB 132b stores information including the links A, B, C, D, E, and F that constitute the road, a link, a traffic light formed on the road, a type of vehicle that can travel to the link, and the like. .

The controller 133 controls the overall operation of the information providing terminal 130. Specific operations of the information providing terminal 130 will be described in detail with reference to the following components as an example.

The preprocessor 133a samples the vehicle detection signal received from the sensor 110 through the communication unit 131 to a size of a predetermined sampling frequency and performs signal conversion (Analog to Digital Conversion).

The preprocessing unit 133a preferably amplifies the sampling frequency to be twice the maximum bandwidth of the vehicle detection signal received from the sensor 110, and stably samples the analog vehicle detection signal received from the sensor 110. To play completely. That is, the preprocessing unit 133a is a vehicle detection signal received from the sensor 110, 16Hz or more at 8Hz, 32Hz or more at 16Hz, 64Hz or more at 32Hz, 128Hz or more at 64Hz In this case, amplification is performed at 256 Hz or more in the case of 128 Hz, 512 Hz or more in the case of 256 Hz, 1048 Hz or more in the case of 512 Hz, and 2096 Hz or more in the case of 1048 Hz.

On the other hand, the preprocessor 133a sets the upper limit (UL) and the lower limit (LL) of the vehicle detection signal input in the form of a sine wave, so that the upper limit value (UL) and the lower limit value are set. The vehicle detection signal sampled based on (LL) is classified into an out signal event and an in signal event.

Here, the out signal event is a sampled vehicle detection signal outside the upper boundary value UL and the lower boundary value LL, and the In signal event is the sampled vehicle included in the upper boundary value UL and the lower boundary value LL. It means the detection signal.

That is, referring to FIG. 4, when the sampling frequencies S1 to S35 of the waveform of the vehicle detection signal are distinguished from the out signal event and the in signal event based on the upper boundary value UL and the lower boundary value LL, Since S1 to S7 are located between MV and LL, In signal events, S8 to S14 are located out of LL, so Out signal events, S15, S18 to S20 are In signal events, S16 and S17 to Out signal events, S21 to S25 Is an out signal event, and S20 to S35 correspond to an In signal event.

In addition, the preprocessing unit 133a may have an average value (MV) of a vehicle detection signal in a standby state in which the sensor 110 has the upper boundary value UL and the lower boundary value LL as shown in Equation 1 below. ), But is preferably set to values of + 3σ and -3σ, respectively, in consideration of the effectiveness of the processing speed and processing time calculated to calculate valid data.

In this case, the preprocessor 133a may calculate the average value MV of the vehicle detection signals in the standby state by the following Equation 2.

(Where x (n) is the nth vehicle detection signal value in the standby state and y (n-1) is the n-1th stored value for calculating the MV)

Therefore, the MV can be calculated using only the y (n-1) value and the nth vehicle detection signal value x (n) stored immediately before. That is, MV = (x (1) + x (2) + ... + x (n)) / n.

In addition, the preprocessing unit 133a can calculate the 3σ value by the following equation (3).

(Where x (n) is the nth vehicle detection signal value in the standby state, y (n) is the nth arbitrary constant for calculating the MV, and z (n) is the nth for calculating the σ) Any constant)

Therefore, only the z (n-1) value and the nth vehicle detection signal value x (n) stored immediately before can calculate 3σ, which is the reference value of the position of the upper boundary value UL and the lower boundary value LL.

Here, the preprocessing unit 133a has been described as a standard deviation for determining the position of the upper boundary value UL and the lower boundary value LL is ± 3σ, but is not limited thereto. It can also be set to ± 1σ or ± 2σ.

However, in the case of Gaussian white noise, the error rates of standard deviations ± 1σ and ± 2σ are 68.3% and 95.4%, respectively, but the processing speed and processing speed may be increased, but they are limited in extracting accurate valid data.

It can also be set to a standard deviation of ± 3σ or more, that is, ± 6σ. However, in the case of ± 6σ, the error occurrence rate is 99.9997%, but it is possible to extract accurate and reliable data accurately, but the computation process for calculating valid data from the vehicle detection signal is complicated. There is a problem.

Therefore, the standard deviation for determining the position of the upper boundary value UL and the lower boundary value LL in the preprocessor 133a of the present invention is appropriate in consideration of the calculation processing speed and processing time of the control unit 133. It is preferable to set in the range.

The preprocessing unit 133a uses N Out M In FSA (Finite State Agent) methods having N standby states (I1 to IN) and M detection states (D1 to DM), and N in the first standby state (I1). If two Out signals occur continuously, the state transitions to the detection state. If M In signals occur continuously in the Mth detection state (DM), the state transition to the standby state is applied. Set the detection status section by specifying.

Here, N and M are arbitrary constants applied to the FSA scheme to set the detection state section, and mean the number of standby states and the number of detection states, respectively.

The number N of waiting states and the number M of detection states are preferably set within an appropriate range in consideration of an error occurrence rate, arithmetic processing speed, and processing time of the system 100 according to the present invention.

When N is 1 in an environment where the upper boundary value (UL) and the lower boundary value (LL) are set to ± 3σ (99.7%), the probability of occurrence of a detection error with respect to the vehicle detection signal R is 0.30. Since it is%, it is 0.003 (1- 0.997), and if N is 2, the probability of occurrence of two consecutive detection errors is R * R = (0.003) * 2.

Also, if N is 3, the probability of three consecutive detection errors is R * 3 = (0.003) * 3.If N is 4, the probability of four consecutive detection errors is R * 4 = (0.003) * 4.

That is, when N is n, the probability that detection errors occur continuously is R * n = (0.003) * n.

In addition, when M is 7, the probability that the vehicle detection signal value is located between the upper boundary value UL and the lower boundary value LL is 0.5 * 7 = 2.5 * 10 * (-6). Therefore, when the control unit 133 determines that the vehicle detection signal is ended early due to a detection error, it can be said that it is very rare, so that the period of the vehicle detection signal can be accurately measured.

As described above, when N and M increase, the probability of detection error decreases, but the calculation time is complicated, and the processing time required to process a calculation increases, and when N and M decrease, detection of a vehicle detection signal is performed. The error rate can be increased to reduce the reliability of the result. Therefore, the number N of waiting states and the number M of detection states are preferably set within an appropriate range in consideration of a detection error occurrence rate, arithmetic processing speed and processing time of the system.

Here, the preprocessing unit 133a may set the detection state section by using the event table of the vehicle detection signal as shown in Table 1 to which an algorithm for detecting a state or a standby state transitions according to the 4 Out 7 In FSA method.

State Vehicle Detection Signal Event I1 O (Out) I (In) I2 I2 I1 I3 I3 I1 I4 I4 I1 D7 D7 I1 D6 D7 D6 D5 D6 D5 D4 D6 D4 D3 D5 D3 D2 D4 D2 D1 D3 D1 D2 I1

(Where, I1 to I4 is a standby state and D1 to D7 are a detection state)

FIG. 5 illustrates an example in which an N Out M In Finite State Agent (FSA) method for setting an optimal detection state interval according to the present invention is applied. Referring to FIGS. 4, 5 and Table 1, FIG. Starting from the standby state I1, when the first signal value S1 of the vehicle detection signal is input, all of the vehicle detection signal events of S1 to S7 correspond to I (In) and thus remain in the standby state I1.

Further, since the vehicle detection signal event of the signal value of S8 corresponds to O (Out), the vehicle detection signal event of the signal value of S9 corresponds to O (Out) since the vehicle detection signal event of the signal value of S8 corresponds to O (Out). Therefore, the vehicle moves from the standby state I2 to the standby state I3, and the vehicle detection signal event of the signal value of S10 corresponds to O (Out), and thus moves from the standby state I3 to the standby state I4.

Since the vehicle detection signal event of the signal value of S11 corresponds to O (Out), the state transitions from the standby state I4 to the detection state D7.

The vehicle detection signal events of the signal values of S12 and S14 all correspond to O (Out) and thus remain in the detection state D7.

Since the vehicle detection signal event of the signal value of S15 corresponds to I (In), it moves from the detection state (D7) to the detection state (D6), and the vehicle detection signal event of the signal value of S16 corresponds to O (Out), so the detection state Moving from the detection state (D6) to the detection state (D7), the vehicle detection signal event of the signal value of S17 corresponds to O (Out) and stays in the detection state (D7).

Since the vehicle detection signal event of the signal value of S18 corresponds to I (In), the vehicle detection signal event of the signal value of S19 corresponds to I (In) since the vehicle detection signal event of the signal value of S19 corresponds to I (In). In step (D6), the detection state (D5) is moved, and the vehicle detection signal event of the signal value of S20 corresponds to I (In), so the state moves from the detection state (D5) to the detection state (D4).

Since the vehicle detection signal event of the signal value of S21 corresponds to O (Out), it moves from the detection state (D4) to the detection state (D5), and the vehicle detection signal event of the signal value of S22 corresponds to O (Out), so the detection state (D5) moves to the detection state (D6), the vehicle detection signal event of the signal value of S23 corresponds to O (Out), so moving from the detection state (D6) to the detection state (D7), the signal value of S24 and S25 Since the vehicle detection signal event corresponds to O (Out), all of them stay in the detection state D7.

Since the vehicle detection signal event of the signal value of S26 corresponds to I (In), it moves from the detection state (D7) to the detection state (D6), and the vehicle detection signal event of the signal value of S27 corresponds to I (In), so the detection state (D6) moves to the detection state (D5), the vehicle detection signal event of the signal value of S28 corresponds to I (In), so moving from the detection state (D5) to the detection state (D4), vehicle detection of the signal value of S29 Since the signal event corresponds to I (In), it moves from the detected state (D4) to the detected state (D3), and the vehicle detection signal event of the signal value of S30 corresponds to I (In), so the detected state (D3) Move to D2), and the vehicle detection signal event of the signal value of S31 corresponds to I (In), and thus the vehicle detection signal event of the signal value of S32 is I (In). ), The state transition from the detection state (D1) to the standby state (I1).

Subsequently, the vehicle detection signal events of the signal values of S32 to S35 all correspond to I (In), and thus stay in the standby state I1.

As described above, the moment when the state transitions from the standby state to the detection state is the moment when the vehicle detection signal of the signal value of S11 is input, and the moment when the state transitions from the detection state to the standby state is the moment when S32 is input.

Accordingly, the vehicle detection signal corresponding to the detection state section among the input vehicle detection signals is a vehicle detection signal having a signal value of S11 to S31.

That is, the valid data among the input vehicle detection signals are signals included in the detection state section. The start of the valid data is the vehicle detection signal of the signal value of S11, and the end of the valid data is the vehicle detection signal of the signal value of S31. .

Accordingly, the preprocessor 133a determines and extracts the vehicle detection signal corresponding to the detection state section among the sampled vehicle detection signals as valid data. In addition, the mean value (MV) of the vehicle detection signal in the standby state of the sensor 110 is calculated, and each position of each standard deviation according to the mean value MV is designated.

In addition, when the sampling frequency rate of the input vehicle detection signal is 128 Hz (128 sampling times per second), the occupancy time (Ot) of the valid data is calculated by dividing the number of times stayed in the detection state section by the number of samplings per second. As described above, since the number of times the vehicle detection signal stays in the detection state section is 24 times from S11 to S31, the occupancy time (Ot) = 24/128 = 0.1875 seconds.

As described above, it is possible to clearly extract at what point and at what point the valid data starts based on the vehicle detection signal occurring at irregularly irregular periods, thereby calculating the exact wheelbase and number of axes of the vehicle. Is the basis.

As such, the information providing terminal 130 according to the present invention is optimal for recognizing the vehicle among the entire data detected by the sensor 110 through the algorithm for the N Out M In FSA (Finite State Agent) method described above. You can extract the data from.

In addition, the vehicle model identification unit 133b calculates the wheelbase and the number of wheels by obtaining a vehicle speed, a vehicle length, a vehicle occupancy rate, and the like. This will be described with reference to FIG. 6.

FIG. 6 illustrates a graph of a vehicle detection signal received from two sensors 110 input to the information providing terminal 130 according to the present invention, and the sensor 11 and the sensor spaced apart at a predetermined interval Gd. This is a graph showing the waveform of the vehicle detection signal detected in 12). Tn denotes the time required from the time when the sensor 11 starts to be detected until the last time detected by the sensor 12, and On means the time required for the vehicle to be detected by each sensor 110, that is, the vehicle occupancy time. do. In addition, in the embodiment of the present invention, for the convenience of description, the sensors corresponding to the reference numerals 11 and 12 are described as an example, but the present invention is not necessarily limited thereto.

In addition, Gn means the time required from the time when it starts to be detected by the sensor 11 to the time when it is detected by the sensor 12.

Here, the sensor 11 and the sensor 12 may transmit the detected vehicle detection signal to one information providing terminal 130 in close proximity, and the information providing terminal 130 has waveforms of two vehicle detection signals as shown in FIG. 4. Can be obtained.

First, the speed V, the length L, and the occupancy rate t of the vehicle passing through the sensor 11 and the sensor 12 may be calculated by Equation 4 below.

On the other hand, Figure 7 is a diagram showing the time interval required in the graph of the vehicle detection signal received from the two sensors according to the present invention, with reference to this will be described how to calculate the wheelbase in the vehicle model confirmation unit 133b.

As shown, the vehicle model checking unit 133b is a time between the minimum point smaller than LL and the maximum point larger than UL in the vehicle detection signals of the sensor 11 and the sensor 12 that are first spaced apart at a predetermined interval Gd, as shown. When the sensor 11 is A1 and the sensor 12 is A2, the wheelbase Ad of the vehicle passing through the sensor 11 and the sensor 12 is calculated using Equation 5 below. Wheelbase Ad means the distance from the center of the front wheel axle to the center of the rear wheel axle.

Since the distance can be found as the product of time and speed, the distance between the axes can be found from the average of the time between the axes.

More specifically, in order to recognize a vehicle model, first, based on the FSA algorithm, when the vehicle passes, the starting point and the end point of the vehicle passing through are identified to find the speed of the vehicle passing through the vehicle. In other words, it detects the passage of the vehicle through the sensor, and accurately detects the starting point and the end point detected by the sensor through valid data extraction. Use this to find the start and end points of A1 and A2, and calculate the wheelbase (Ad) using the vehicle speed.

When the wheelbase (Ad) is less than or equal to 2.8m, it is a first class passenger car and a small bus; when it is larger than 2.8m and less than or equal to 3.5m, it is a medium-sized bus; The vehicle is recognized based on 11 types of vehicles classified by the Korea Institute of Construction Technology.

If the wheelbase (Ad) is smaller than 2.8m, it is a passenger car and a small bus, and if it is larger than 2.8m and less than or equal to 3.5m, it is a medium bus, and if it is larger than 3.5m and less than or equal to 6.5m, it is a large bus. For trucks, small trucks have a wheelbase (Ad) of greater than 3.0m and less than or equal to 6.0m, medium trucks are smaller than 80m and large trucks are larger than 80m.

However, as described above, when judging only a wheel (Ad) in the case of a passenger car, a small bus, and a small truck, there is a case in which a passenger car is incorrectly determined as a small truck or a small truck as a passenger. That is, there are many small trucks whose vehicle length and wheelbase have similar resources as small passenger cars. In addition, there are cases where a two-unit special vehicle such as a trailer is incorrectly judged as two passenger cars or trucks. Therefore, there is a limit in recognizing a vehicle model only by the wheelbase Ad, and it is necessary to identify the correct vehicle model by recognizing the number of wheelbases in addition to the wheelbase Ad. The number of axes means the number of wheels of the vehicle.

Accordingly, the vehicle model checking unit 133b recognizes the number of axes of the vehicle by using the time of the section in which the vehicle detection signals of the plurality of sensors embedded at regular intervals are embedded with a minimum value or a maximum value. In the case of four or more wheels, such as a truck, the distance between the axles and axles of the front wheels or the axles and axles of the rear wheels is much shorter than the distance between the front and rear axles of a regular car. Use this to determine the number of axes.

FIG. 8 is a graph of vehicle detection signals of a plurality of sensors embedded spaced apart, and as shown in FIG. 8, a time at which a vehicle detection signal of a plurality of sensors embedded spaced apart has a minimum value is Aw1 and a region having a maximum value. When the time of Aw2 is Aw2, the distances Aw1 (t) and Aw2 (t) between the axes and the axes of the wheels are first obtained through Equation 6 using Aw1, Aw2 and the speed of the vehicle.

In this way, the number of axes can be obtained using Aw1 (t) and Aw2 (t). Initially, the number of axes is zero, so that if Aw1 (t) is 0.5m or less, it is one axis, and if it is larger than 0.5m or less than or equal to 1.5m, it is two axes and if it is larger than 1.5m, it is three axes. At this time, Aw2 (t) is calculated in the same manner, and the sum of the axes of Aw1 (t) and Aw2 (t) results in the total number of axes of the vehicle. For example, when Aw1 (t) is one axis because it is 0.5m or less, if Aw2 (t) is two axes that is larger than 0.5m or smaller than 1.5m, the number of axes of the vehicle is three axes in total.

By using this, the number of shafts can be known and the wheels (Ad) can be used together to classify the vehicle into 11 types accordingly. However, in the embodiment of the present invention, the vehicle model is based on the classification of the vehicle into 11 types by the Korea Institute of Construction Technology, but in addition to the vehicle classification criteria, it is applicable only if the newly set the axis or the number of shafts.

The route checking unit 133c checks all routes from the starting point of the vehicle received from the vehicle terminal 120 to the destination by using the nodes and links previously stored in the road information DB 132b. For example, if the starting point is node A and the destination is node C, the path checking unit 133c may move the path from which the vehicle moves from node A to node C to the node A-> B-> C. We can see that there are paths to A-> D-> E-> B-> C nodes and A-> D-> E-> F-> C nodes.

In particular, the path checking unit 133c is consumed when passing each of the paths identified above based on the number of traffic lights formed in the nodes and the links constituting the road, the average speed of vehicles passing through the link, and the density of the vehicles. Check the time.

In addition, the route checking unit 133c checks whether there is a road that the vehicle model identified in the vehicle model checking unit 133b cannot pass using information about the link previously stored in the road information DB 132b. The route checking unit 133c provides the generation unit 133e when there is a road where the vehicle model identified by the vehicle model checking unit 133b cannot pass.

For example, the path to A-> B-> C node, the path to A-> D-> E-> B-> C node, the A-> D-> E-> F-> C node If the truck cannot pass through the F-> C node among the paths moving to the path, the path checking unit 133c notifies the generation unit 133e that the truck cannot pass through the F-> C node.

The calculating unit 133d checks the amount of exhaust gas generated according to the use of fuel based on the type and speed of the vehicle previously stored in the vehicle information DB 132a. Emission of the exhaust gas is calculated through the following equation (7). Through this, the calculating unit 133d calculates the amount of exhaust gas per unit distance.

The calculation unit 133d may include at least one path including a link to be routed when the vehicle identified by the path checking unit 133c moves from the A node to the C node, and exists on a road previously stored in the road information DB 132b. The estimated time consumed when moving from node A to node C from the presence of traffic lights and the average speed of vehicles passing through the link, and the vehicle will emit using the estimated estimated time consumed and the emission of exhaust gas per unit distance. Calculate the estimated amount of exhaust gas. At this time, since the travel time is further consumed according to the number of traffic lights, it is preferable to check the presence or absence of traffic lights in order to calculate a more accurate emission estimate.

In particular, the average speed of the vehicles passing through the actual link is calculated by the sensor 110 embedded in the link, and when the segment is formed in each link, the average speed of the vehicles for each segment, that is, the section formed in the link, is calculated. . However, if the share of the link is less than 10% or if the movement of the vehicle is not detected on the link, the legal speed is regarded as the average speed of the vehicle.

In addition, the exhaust gas emissions are different for each of the 11 types of vehicles classified by the Korea Institute of Construction Technology, and the above calculation is preferably performed based on the difference in the exhaust gas emissions depending on the type of fuel used.

The generation unit 133e generates at least one path to the destination identified by the operation unit 133d and a message indicating an estimated emission amount of the exhaust gas expected when the respective paths are moved, and transmits the message to the vehicle terminal 120. ).

In addition, when the generation unit 133e confirms that the truck is not accessible to the F-> C node as a result of the confirmation by the route confirmation unit 133c, and the type of the vehicle identified by the vehicle type identification unit 133b corresponds to the truck, the vehicle The communication unit 131 is controlled to generate a message informing that the F-> C cannot be passed to the vehicle terminal 120 mounted on the vehicle terminal 120 and transmitting the generated message to the vehicle terminal 120.

The main server 140 provides various information such as vehicle type and road information to the information providing terminal 130. In addition, the main server 140 may perform the function of the information providing terminal 130 when a problem such as an overload occurs in the information providing terminal 130 and the vehicle model checking and the emission calculation of the exhaust gas are not smooth. Can be.

9 is a flowchart illustrating a method for providing an eco-friendly moving path according to an embodiment of the present invention. 10 is an exemplary screen illustrating a screen for providing an environment-friendly moving path according to an embodiment of the present invention.

9 and 10, in step S111, the information providing terminal 130 receives a starting point and a destination of the vehicle from the vehicle terminal 120 mounted on the vehicle. In this case, the departure point may be a departure point set by the vehicle terminal 120 by a user input, or may be a current position received from a global positioning system (GPS) mounted on the vehicle terminal 120.

In step S112, the information providing terminal 130 receives a vehicle detection signal from the sensor 110 embedded in a link connecting each node (A, B, C, D, E, F) and proceeds to step S113 to provide information. The terminal 130 checks the current position of the vehicle. That is, the information providing terminal 130 checks the current position of the vehicle based on the location where the sensor 110 generated and transmitted the vehicle detection signal is located.

In operation S114, the information providing terminal 130 checks the type of the vehicle from the vehicle detection signals received from the at least two sensors 110.

More specifically, the information providing terminal 130 checks the type of the vehicle by calculating the wheelbase and the number of the vehicle. The information providing terminal 130 samples the vehicle detection signal received from the sensor 110 at a predetermined sampling frequency. In this case, the preset sampling frequency may be a frequency amplified to be twice the bandwidth of the vehicle detection signal received from the sensor 110.

The information providing terminal 130 calculates an average value of the output signal of the sensor 110 in the standby state, presets the upper boundary value and the lower boundary value based on this, and then sets the upper boundary value and the lower boundary value. The vehicle detection signal sampled as is divided into Out signal and In signal.

Subsequently, the information providing terminal 130 transfers the state to the detection state when the Out signal is continuously generated in the specific standby state, and transfers the state to the standby state when the In signal is continuously generated in the specific detection state. Set it. Subsequently, the information providing terminal 130 determines and extracts the vehicle detection signal corresponding to the set detection state section among the sampled vehicle detection signals as valid data. In this case, the information providing terminal 130 preferably extracts a value obtained by dividing the number of times of sampling per second from the number of times the sampled vehicle detection signal stays in the detection state as valid data.

In addition, the information providing terminal 130 calculates the speed of the vehicle, the length and occupancy rate of the vehicle by the vehicle detection signal detected by the at least two sensors 110 buried at a predetermined interval.

As such, when the type of the vehicle is confirmed, the information providing terminal 130 proceeds to step S115 to check the information of the road.

At this time, the information of the road includes at least one route from the starting point to the destination, the link constituting the road, the traffic volume of the link, the average speed of the vehicle passing through the link, the traffic lights formed on the road, the type of vehicle capable of driving the link. Means information.

In step S116, the information providing terminal 130 checks the existence of the road that is impossible to pass the vehicle on the basis of the confirmed road information. In particular, it is preferable that the information providing terminal 130 confirms whether or not there is a road that cannot be traveled according to the type of the vehicle identified in step S114.

As a result of checking in step S116, if there is a road that is impossible to pass the vehicle identified in step S114, the information providing terminal 130 proceeds to step S117 to generate a notification message indicating that the passage is impossible to transmit to the vehicle terminal 120 The process proceeds to step S118 to search for another route and then proceeds to step S119.

On the contrary, as a result of checking in step S116, if there is no road that the vehicle cannot be checked in step S114, the information providing terminal 130 proceeds to step S119.

In step S119 to check the emissions of the exhaust gas according to the type and speed of the vehicle of the information providing terminal 130.

Thereafter, the information providing terminal 130 calculates an estimated amount of exhaust gas from the current position of the vehicle to the destination in step S120.

The information providing terminal 130 calculates an estimated discharge amount based on the road information confirmed in step S115 and the emissions of the exhaust gas for the vehicle identified in step S119.

More specifically, the information providing terminal 130 is present in at least one path consisting of a link that will be via when the vehicle identified in step S114 moves from node A to node C, the road previously stored in the storage unit 132 Calculate the estimated time consumed when moving from node A to node C from the average speed of vehicles passing through the link and the average speed of vehicles passing through the link, and using the estimated estimated time consumed and emissions of exhaust gas per unit distance identified in step S119. Calculate the estimated amount of exhaust gas that the vehicle will emit. The average speed of vehicles passing through the link is calculated by the sensor 110 embedded in the link on a one-minute basis. When segments are formed in the link, an average speed of vehicles for each segment, that is, sections formed in the link, is calculated. However, if the share of the link is less than 10% or if the movement of the vehicle is not detected on the link, the legal speed is regarded as the average speed of the vehicle.

In particular, the moving speed of the vehicle is calculated using the moving distance and the moving time, and since the moving time is further consumed according to the number of traffic lights, it is preferable to check the presence or absence of the traffic lights in order to calculate a more accurate emission estimated amount.

In operation S121, the information providing terminal 130 provides the vehicle terminal 120 with all the paths from the current position of the vehicle to the destination and the emission amount of the exhaust gas according to the path. This may be represented as shown in FIG. 10.

In FIG. 10, reference numerals G, H, and I denote all routes through which the vehicle can pass from the starting point to the destination, and reference numerals J, K, and L denote the estimated emissions of the exhaust gas to be emitted for each route. As a result, the driver of the vehicle moves at a high speed from the starting point to the destination, and can select a path having the smallest expected amount of exhaust gas, thereby contributing to environmental protection.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It is to be understood that various modifications and changes may be made without departing from the scope of the appended claims.

100: Eco-friendly travel route providing system
110: sensor 120: vehicle terminal
130: information providing terminal 131: communication unit
132: storage unit 132a: vehicle information DB
132b: road information DB 133: control unit
133a: preprocessing unit 133b: vehicle model identification unit
133c: path checking unit 133d: calculating unit
133e: generator 140: main server

Claims (11)

A method of providing an eco-friendly movement path that checks the type of the vehicle and provides the vehicle with an optimal path in consideration of the emission and movement time of the exhaust gas among the plurality of movement paths based on the emission amount of the exhaust gas according to the type of the vehicle. In
Receiving, by an information providing terminal, a starting point and a destination of the vehicle from a vehicle terminal mounted in at least one vehicle;
The information providing terminal receives a vehicle detection signal from a node representing an intersection, a road confluence point, an intersection of the intersection and a road, and a road connecting the node and the node, that is, at least one sensor embedded in a plurality of links. step;
Confirming, by the information providing terminal, the type of the vehicle by calculating a wheelbase and the number of axes from the vehicle detection signal;
Checking, by the information providing terminal, exhaust gas emissions according to the vehicle type and road information on the road;
Extracting at least one route from the current location of the vehicle to the destination by the information providing terminal;
And calculating the exhaust gas discharge amount to be discharged from the vehicle when the information providing terminal uses the route and the route, and transmits the calculation result to the vehicle terminal.
The checking of the type of the vehicle may include a vehicle model checking unit of the information providing terminal.
The sensor 11 measures the time between the minimum point below the lower boundary value LL and the maximum point above the upper boundary value UL in the lane detection signals of the sensor 11 and the sensor 12 that are embedded at regular intervals. A1, when the sensor 12 is A2 and the speed of the vehicle is V, it passes through the sensor 11 and the sensor 12 using the equation Ad = V * (A1 + A2) / 2. Calculate the wheelbase Ad of the vehicle,
When the wheelbase is 2.8 or less, one kind of passenger car or small bus, two kinds of medium buses when 2.8 m or more and 3.5 m or less, three kinds of large buses when 3.5 m or more and 6.5 m or less,
At the same time, when Aw1 is the time in the section where the vehicle detection signals of a plurality of spaced-apart sensors have a minimum value and Aw2 is the time in the section having the maximum value, each wheel has Aw1, Aw2 and the speed (V) of the vehicle. Calculate the number of axes using the distance between the axes of (Aw1 (t) = Aw1 * V, Aw2 (t) = Aw2 * V),
If Aw1 (t) and Aw2 (t) are each 0.5m or less, it is 1 axis, if it is more than 0.5m and 1.5m or less, it is 2 axes and if it is more than 1.5m, it is calculated in 3 axes, and the calculation of Aw1 (t) and Aw2 (t) A method of providing an eco-friendly movement path, comprising: recognizing a vehicle type by calculating a final axis number of a vehicle through the sum of the number of axes. The method of claim 1,
Checking the road information,
The information providing terminal is capable of at least one path from the starting point to the destination, the link constituting the road, the traffic volume of the link, the average speed of the vehicle passing through the link, the traffic light formed on the road, and the link. And identifying information including the type of vehicle. The method of claim 2,
After checking the road information,
The information providing terminal, if the identified type of the vehicle is a vehicle that can not pass to a specific link, generating a message informing that the passage to the specific link is impossible and transmits to the vehicle terminal;
Method for providing an environmentally friendly movement path further comprising a. The method of claim 2,
Computing the exhaust gas emissions and transmitting the calculation result to the vehicle terminal,
When the information providing terminal moves from the current position to the destination by using the average speed of the vehicle passing through the link included in the at least one path, the exhaust gas emission according to the vehicle type, and the number of signals formed on the road, And calculating the expected amount of exhaust gas and transmitting the result of the calculation to the vehicle terminal. delete The method of claim 1,
Checking the type of the vehicle,
Calculating the speed, the length and the occupancy rate of the vehicle by the vehicle detection signal detected by at least two sensors embedded at a predetermined interval apart from each other;
Method for providing an environmentally friendly movement path further comprising a. The method of claim 1,
Checking the type of the vehicle by calculating the wheelbase and the number of the vehicle,
The information providing terminal sampling the vehicle detection signal at a predetermined sampling frequency;
The information providing terminal may include: dividing the sampled vehicle detection signal into an out signal and an in signal based on a predetermined upper boundary value and a lower boundary value;
The information providing terminal transitions the state to the detection state when the Out signal is continuously generated in the specific standby state, and transitions the state to the standby state when the In signal is continuously generated in the specific detection state, and sets the detection state section. ;
The information providing terminal determining and extracting a vehicle detection signal corresponding to the set detection state section among the sampled vehicle detection signals as valid data;
Method for providing an environmentally friendly movement path comprising a. The method of claim 7, wherein
Wherein the sampling comprises:
The information providing terminal amplifying the sampling frequency to be up to twice the bandwidth of the vehicle detection signal received from the sensor;
Method for providing an environmentally friendly movement path comprising a. 9. The method of claim 8,
Before the step of dividing the sampled vehicle detection signal into an Out signal and an In signal,
The information providing terminal setting the upper boundary value and the lower boundary value based on an average value of the output signal of the sensor in a standby state;
Method for providing an environmentally friendly movement path comprising a. 10. The method of claim 9,
Before setting the upper boundary value and the lower boundary value,
The information providing terminal calculating an average value of the output signal in the standby state;
Method for providing an environmentally friendly movement path further comprising a. The method of claim 7, wherein
Determining and extracting the valid data includes:
And the information providing terminal is configured to extract the value obtained by dividing the sampled number of samples per second from the number of times the sampled vehicle detection signal stays in the detection state as the valid data. .

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