KR102134393B1 - Signal control system for bus-only lane - Google Patents

Abstract

The present invention increases convenience of a bus stop and improves unnecessary waiting time delay by deciding whether to apply a priority signal of a pedestrian crossing signal in response to the number of moving vehicles (N1), traffic congestion rate or traffic flow in the central bus lane. In addition, by determining whether to apply the priority signal of a pedestrian crossing signal in response to the number of moving vehicles (N2), traffic congestion rate, or traffic flow in the general lane, it is possible to minimize unnecessary traffic and reduce unnecessary waiting time for pedestrians. By deciding whether or not to apply the priority signal by using the elapsed time from the green light off period to the current time of the cycle, it is possible to prevent traffic jams due to indiscriminate priority signal application, and at least two or more between the waiting area of the bus stop and the sidewalk. By installing a pedestrian crossing, it is related to a signal control system for bus lanes that can shorten the travel time of pedestrians through simple restructuring of bus stops and at the same time effectively prevent pedestrian and vehicle accidents due to indiscriminate crossings.

Description

Signal control system for bus-only lanes

The present invention relates to a bus-only lane signal control system, and specifically, bus-only, which effectively prevents accidents of pedestrians and vehicles using the bus-only lane and reduces vehicle congestion, thereby improving unnecessary waiting time consumption. It relates to a lane signal control system.

With the development of the automobile industry and the popularization of automobiles, traffic congestion is frequently occurring, and various studies have been conducted to revitalize public transportation as one way to solve these problems.

Bus-only lanes are an example of such a study, and are defined as dedicated lanes that allow only buses to pass through for the smooth communication of buses, which is a public transportation method. As part of its efforts to promote efficient operation, the bus lane system, which can increase passenger transportation by introducing public transportation as a priority, is introduced.

These bus-only lanes have the advantage of increasing the speed and punctuality of buses by blocking the passage of general vehicles in designated lanes, but allowing only authorized buses to pass.

1 is an exemplary view for explaining a signal system of a conventional bus lane.

As shown in FIG. 1, the conventional central bus exclusive lane 100 is defined as a dedicated lane formed in the center of the lane (one lane) and passing only the bus, which is a public transportation means.

In addition, in the bus stop of the conventional central bus exclusive lane 100, a waiting area 110 in which bus users can wait is formed between the general lane 130.

At this time, the fence 140 is installed in the boundary area between the waiting area 110 and the general lane 130 so that the waiting people can safely wait and get on and off the bus.

In addition, the conventional central bus lane 100 is connected to the pedestrian crossing 120 of the front area 100B of the waiting area 110 of the bus stop, so that the bus stop user can safely and easily secure the bus stop through the pedestrian crossing 120. You can move easily.

The conventional central bus exclusive lane 100 configured as described above can safely use the bus through the waiting area 110 for waiting passengers and alighting passengers, as well as increase the speed of the bus as dedicated lanes are provided only for the bus. It has the advantage of being able to.

In general, the conventional central bus lane 100 is 1) the length of the waiting area 110 is proportional to the flow quantity of the bus and passengers using the bus stop, and 2) when the bus is concentrated at the bus stop, crossing It has a characteristic that the number of users getting on and off at a location spaced from the sidewalk 120 increases.

Therefore, the conventional central bus lane 100 is a front area for users to get off at a point spaced apart from the pedestrian crossing 120 among users who get off at the waiting area 110 of the bus stop. 110B), and thus has a disadvantage in that it is not only convenient for use but also increases unnecessary time consumption because a relatively long distance must be moved to use the crosswalk 120.

Therefore, the phenomenon that users who get off at the point adjacent to the rear area 110A of the bus stop crossing through the area without the fence 140 is not unprecedented, and the incidence of traffic accidents due to the unauthorized crossing increases. Have

In particular, when the green light on the pedestrian crossing traffic light turns on and the vehicle stops before the pedestrian crossing 120, unauthorized crossing users move through the gaps of the stopped vehicles, causing traffic accidents, and the green light on the vehicle traffic lights. Even if it is lit, there is a problem that the vehicle cannot start immediately.

In addition, the vehicle traffic lights and pedestrian traffic lights of the conventional central bus lane 100 are signaled because the signal system is operated in a fixed state according to a preset present period regardless of the traffic information (vehicle congestion, vehicle occupancy, etc.) in the section. It has the disadvantage of low efficiency.

The traffic signal control system disclosed in Korean Registered Patent No. 10-0584672 (invention name: regional divided traffic signal control system and control method) is provided with traffic conditions transmitted from a control device that controls an intersection to signal the entire traffic signal. By setting up a plurality of intersections as one section and independently establishing one section, including a management server and a plurality of slave control devices that control traffic signals at each intersection and a master control device that communicates with the signal management server and the slave control device. It has the advantage of being controllable.

The traffic signal control system can provide a smooth communication of vehicles because it can control multiple intersection signals simultaneously according to traffic volume by setting multiple intersections as one section, but the central bus lane of FIG. 1 described above Since it is configured to control signals only with traffic volume without considering the problems of (100) at all, it has a structural limitation that cannot solve the aforementioned problems of the central bus lane 100 at all.

The present invention is to solve such a problem, and the problem of the present invention is to determine whether to apply a priority signal of a pedestrian crossing traffic signal in response to the number of moving vehicles (N1), traffic congestion rate or traffic flow in the central bus lane. It is to provide a bus lane signal control system that can improve convenience and improve unnecessary delays in waiting time.

In addition, another problem of the present invention is to determine whether to apply a priority signal of a pedestrian crossing signal in response to the number of traffic vehicles (N2), traffic congestion rate, or traffic flow in the general lane, thereby minimizing traffic jams and reducing unnecessary waiting time for pedestrians. It is to provide a bus lane signal control system that can be made.

In addition, another problem of the present invention is to determine whether to apply the priority signal by using the elapsed time from the green light off time of the previous present cycle to the current time to prevent the traffic jam due to the indiscriminate priority signal application. It is intended to provide a signal control system.

In addition, another problem of the present invention is to shorten the travel time of pedestrians through simple restructuring of the bus stop by installing at least two crosswalks between the waiting area and the sidewalk of the bus stop, and at the same time pedestrians due to indiscriminate crossing And to provide a bus lane signal control system that can effectively prevent vehicle accidents.

The solution of the present invention for solving the above problems is a central bus exclusive lane formed in the center of a multi-lane road, a waiting area waiting for a bus user to be formed between the central bus exclusive lane and a general lane, and the waiting area and In a bus lane signal control system for managing and controlling a signal system of a bus stop where at least two pedestrian crossings are installed between adjacent walkways: a fence is installed on one side of the waiting area facing the general lane, and the Pences connected to each of the pedestrian crossings are formed with pedestrian passages, and the bus lane signal control system is installed on each of the pedestrian crossings to provide a pedestrian traffic light that outputs a signal for controlling pedestrian movement; First detection means for detecting a bus passing through a first detection area (S1) which is an area spaced rearward from the waiting area of the central bus lane; It includes a traffic signal controller, the traffic signal controller analyzes the detection signal received from the first detection means to detect the bus, and generates a current cycle of the pedestrian traffic light corresponding to the detected number of bus vehicles (N1) An auxiliary control unit, and further comprising a switch unit for outputting the signal of the pedestrian traffic light according to the display period generated by the auxiliary control unit, the auxiliary control unit input module for receiving a detection signal from the first detection means; A detection signal analysis module that analyzes a detection signal input through the input module and detects a bus passing through the first detection area (S1); After detecting the number of bus vehicles (N1), which is the number of buses passing through the first detection area (S1) during a predetermined period (T), by using the data analyzed by the detection signal analysis module, the detected bus vehicle By comparing the number N1 with the first set value TH1, Threshold1, if the number of bus vehicles N1 is less than the first set value TH1, it is determined that the bus is not in a dense state in the central bus lane, If the number of bus vehicles (N1) is greater than or equal to the first set value (TH1), the first comparison and determination module determines that the bus is in a concentrated state on the central bus lane; If it is determined by the first comparison and determination module that the bus is not crowded in the lane dedicated to the central bus, it is determined to apply the existing display period t of the pedestrian traffic light as the next display period t', If it is determined by the first comparison and determination module that the bus is concentrated in the lane dedicated to the central bus, the present period generation module that generates the present period (t') in which the green light lighting time of the pedestrian traffic light is changed to the current time The bus lane signal control system further includes a second detection means for detecting a general vehicle passing through the second detection area S2, which is an area spaced rearward from the waiting area among the general lanes, The auxiliary control unit is driven when it is determined that the bus is concentrated in the central bus lane by the first comparison and determination module, and utilizes the data analyzed by the detection signal analysis module to perform the control during the period (T). 2 After detecting the number of vehicles (N2), which is the number of vehicles that have passed through the detection area (S2), compare the detected number of vehicles (N2) with the preset second set value (TH2). If N2) is greater than or equal to the second set value (TH2), it is determined that the general vehicle is concentrated in the general lane, but if the number of general vehicles (N2) is less than the second set value (TH2), the general vehicle is concentrated in the general lane. If it is determined that the second comparison and determination module further includes, and the display period generation module determines that the general vehicle is concentrated in the general lane by the second comparison and determination module, the existing display period of the pedestrian traffic light ( If t) is determined to be applied as the next display cycle (t'), and it is determined by the second comparison and determination module that the general vehicle is not in the general lane, the green light of the pedestrian traffic light is lit. A third comparison and judgment that is generated when the current control period is generated by changing the current viewing time (t'), and the auxiliary control unit is driven by the second comparison and determination module to determine that the general vehicle is not in the general lane. Further comprising a module, the third comparison and determination module is green of the previous display cycle After detecting the elapsed time, which is the time from the light-off time to the current time, the detected elapsed time is compared with a preset threshold, and if the elapsed time is greater than or equal to the threshold, it is determined that a priority signal is given to the pedestrian signal of the pedestrian traffic light. , If the elapsed time is less than the threshold, wait until the elapsed time becomes the threshold, and if the elapsed time becomes the threshold, it is determined that a priority signal is given to the pedestrian signal of the pedestrian traffic light. When it is determined that the priority signal is to be given by the comparison and determination module, it is to generate a display period t'in which the green light lighting time of the pedestrian traffic light is changed to the current time.

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In addition, in the present invention, it is preferable that a safety bar that is blocked and opened in connection with a pedestrian signal is installed in the passage.

In addition, in the present invention, it is preferable that the first sensing means and the second sensing means are radar detectors.

According to the present invention having the above-mentioned problems and solutions, it is possible to increase the convenience of a bus stop by determining whether to apply a priority signal for a pedestrian crossing signal in response to the number of moving vehicles (N1) on the central bus lane, traffic congestion rate or traffic flow. Unnecessary latency delays can be improved.

In addition, according to the present invention, it is possible to reduce unnecessary traffic consumption of pedestrians while minimizing vehicle congestion by deciding whether to apply a priority signal of a pedestrian crossing signal in response to the number of moving vehicles (N2), traffic congestion rate, or traffic flow in the general lane. do.

In addition, according to the present invention, it is possible to prevent vehicle congestion due to indiscriminate priority signal application by determining whether or not to apply the priority signal by utilizing the elapsed time from the green light off time of the previous present cycle to the current time.

In addition, according to the present invention, by installing at least two or more pedestrian crossings between the waiting area and the sidewalk of the bus stop, it is possible to shorten the travel time of pedestrians through simple structural changes of the bus stop and at the same time accidents of pedestrians and vehicles due to indiscriminate crossing Can be effectively prevented.

1 is an exemplary view for explaining a signal system of a conventional bus lane.
2 is an exemplary view showing a bus stop applied to the present invention.
3 is a plan view of FIG. 2.
4 is a block diagram showing a bus lane signal control system according to an embodiment of the present invention.
5 is an exemplary view of FIG. 4.
6 is a block diagram illustrating the traffic signal controller of FIG. 4.
7 is a block diagram showing the auxiliary control unit of FIG. 6.
8 is an exemplary view for explaining the first comparison and determination module of FIG. 7.
9 is a flowchart for explaining an operation process of the auxiliary control unit of FIG. 6.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

2 is an exemplary view showing a bus stop applied to the present invention, and FIG. 3 is a plan view of FIG. 2.

As shown in FIGS. 2 and 3, the bus stop 900 of the present invention is formed in the center of the lane (1 lane) and provides a central bus lane 910 and a central bus exclusive lane ( The bus is formed between the general lanes 920 formed on one side of the 910 to provide a driving route and the general lane 910 for the central bus and the general lane 920 adjacent to the central bus lane 910. It consists of a waiting area 930 that provides a waiting and aboarding place for users and a fence 940 installed on one side of the waiting area 930 facing the general lane 920.

In addition, on the general lane 920 of the bus stop 900, three crosswalks 951, 952, and 953 connecting the sidewalk 990 and the waiting area 930 are formed. At this time, in Figures 2 and 3, for convenience of explanation, it has been described, for example, that three crosswalks are formed, but the number of crosswalks may be composed of two or four or more corresponding to the length of the waiting area.

Pedestrian traffic lights 980 are installed on both sides of each of the pedestrian crossings 951, 952, and 953, respectively, and although not shown in the drawings on the general lanes 920 and the central bus lane 910, the pedestrian crossing Vehicle traffic lights (not shown) associated with the traffic lights 980 are installed.

In addition, passages 941 through which pedestrians can move are formed in areas connected to the crosswalks 951, 952, and 953 of the fence 940, respectively. That is, the user of the bus stop 900 can move to the waiting area 930 or the sidewalk 990 through the passages 941.

At this time, although not shown in the drawing, it is natural that a safety bar may be further installed in each passage 941 of the fence 940 to intercept and open the pedestrian's passage in conjunction with the pedestrian traffic lights 980.

In addition, the bus stop 900 is equipped with a traffic signal controller 3 that manages and controls the signal systems of pedestrian crossing traffic lights 980 and vehicle traffic lights (not shown) at one side of the waiting area 930 or sidewalk 990. do.

The bus stop 900 of the present invention configured as described above is provided with at least two or more pedestrian crossings between the waiting area 930 and the sidewalk 990, and at the same time, pedestrians 941 are respectively formed in the fences of the corresponding section. They will be able to use the crosswalk that fits their location, thereby increasing the convenience of use and reducing unnecessary time consumption, and will have the effect of preventing traffic accidents due to unauthorized crossing.

4 is a block diagram illustrating a bus lane signal control system according to an embodiment of the present invention, and FIG. 5 is an exemplary view of FIG. 4.

The bus lane signal control system 1, which is an embodiment of the present invention, as shown in FIGS. 4 and 5, has a crosswalk (951) of the bus stops 900 and bus stops 900 of FIGS. 2 and 3 described above. ), (952), (953) pedestrian traffic lights 980 installed on each side, the first detection means (5) for detecting the bus driving the central bus lane 910, and the general lane (920) Traffic signal controller (3), traffic signal controller (3), traffic light (980) for managing and controlling the signal system of pedestrian traffic lights (980) and vehicle traffic lights, and second detection means (7) for detecting the driving vehicle of the ) And wires/wireless communication networks 10 that provide a data movement path between the sensing means 5 and 7.

At this time, in the present invention, for convenience of description, the first detection means 5 detects the vehicle in the central bus lane 910, and the second detection means 7 detects the vehicle in the general lane 920. For example, the means for sensing vehicles in the central bus lane 910 and the general lane 920 may be configured as a single sensing means.

In addition, in FIG. 3, for convenience of description, the traffic signal controller 3 is a traffic light controlled by the traffic signal controller 3 as an example, but the traffic signal controller 3 can control the current cycle of vehicle traffic lights (not shown). Is natural.

The first detection means 5 is a means for detecting a vehicle passing through the central bus lane 910 spaced rearward from the bus stop 900, and in detail, various known types such as radar, laser, and loop detectors. Sensors can be applied.

In addition, the first detection means 5 transmits the detected detection signal to the traffic signal controller 3 in real time. At this time, the traffic signal controller 3 analyzes the detection signal received from the first detection means 5 to detect and generate traffic information (number of vehicles, traffic jam, speed, traffic jam rate, etc.) of the central bus lane 910. It becomes possible.

The second detection means 7 is a means for detecting a vehicle passing through the general lanes 920 spaced rearward from the bus stop 900, and in detail, various known sensors such as radar, laser, and loop detectors are used. Can be applied.

In addition, the second detection means 7 transmits the detection signals periodically detected as the first detection means 5 to the traffic signal controller 3 in real time, so that the traffic signal controller 3 from the second detection means 7 It is possible to detect and generate traffic information (number of vehicles, traffic jam, speed, traffic jam rate, etc.) of the general lane 920 by analyzing the received detection signal.

Pedestrian traffic lights 980 are installed on the crosswalks 951, 952, and 953 of the bus stop 900, as described above, and output signals for controlling the movement of pedestrians.

Vehicle traffic lights (not shown) output a signal for controlling the movement of vehicles in the bus stop 900.

At this time, the pedestrian traffic lights 980 and the vehicle traffic lights output a signal under the control of the traffic signal controller 3.

6 is a block diagram illustrating the traffic signal controller of FIG. 4.

The traffic signal controller 3, as shown in Figure 6, the main control unit 31, the memory 32, the communication interface unit 33, the auxiliary control unit 34, the back control unit 35, the switch unit 36 ).

At this time, the main control unit 31, the communication interface unit 33, the memory 32, the back control unit, and the switch unit 36 are configuration means commonly applied to a known traffic signal controller, and the technical feature of the present invention is an auxiliary control unit (34).

The main control unit (MCU) 31 is an operating system (OS) of the traffic signal controller 3 and manages the control targets 32, 33, 34, 35, and 36 And controls.

In addition, the main control unit 31 controls the communication interface unit 33 to transmit and receive data to and from an external control center server (not shown).

In addition, when the main control unit 31 receives the detection signals from the first and second detection means 5 and 7 through the communication interface unit 33, the main control unit 31 inputs the input detection signal to the auxiliary control unit 34.

In addition, when the display period t is generated by the auxiliary control unit 34, the main control unit 31 inputs the generated display period t'to the back control unit 35.

In the memory 32, the display period t received from the external control center server (not shown) or the display period t′ generated by the auxiliary control unit 34 is stored.

In addition, communication identification information of each traffic light is stored in the memory 32.

The communication interface unit 33 transmits and receives data to and from an external control center server (not shown).

The signal control unit (SCU) 34 controls the switch circuit of the switch unit 36 according to the display period t'received from the auxiliary control unit 34, and thus the signal lamp according to the input display period t. Let 980 be output.

At this time, the switch unit 36 controls the switch circuit of each traffic light 980 in accordance with the control of the light control unit 35.

7 is a block diagram showing the auxiliary control unit of FIG. 6.

The auxiliary control unit 34, as shown in Figure 7, the input module 341, the detection signal analysis module 342, the first comparison and determination module 343, the second comparison and determination module 344, the first It consists of 3 comparison and judgment module 345 and the current period generation module 346.

The input module 341 receives detection signals from the first and second detection means 5 and 7.

Also, the detection signal input by the input module 341 is input to the detection signal analysis module 342.

The detection signal analysis module 342 analyzes the detection signal input from the input module 341 to detect a vehicle on a bus lane or a general lane.

At this time, the method and the process of detecting the vehicle by analyzing the detection signal is a technique commonly used in the vehicle detection system, so a detailed description thereof will be omitted.

8 is an exemplary view for explaining the first comparison and determination module of FIG. 7.

After the first comparison and determination module 343 detects the number of bus vehicles N1 that have passed through the first detection area during a predetermined period T by utilizing the data analyzed by the detection signal analysis module 342, The detected number of bus vehicles N1 is compared to a preset first set value TH1, Threshold1.

At this time, the first set value TH1 is defined as the minimum value of the bus vehicle that can determine that the bus is concentrated in the bus stop 900.

Also, the first comparison and determination module 343 determines that the bus is not in a dense state at the bus stop 900 if the number of bus vehicles N1 is less than the first set value TH1, and the current cycle generation module 346 If the number of bus vehicles (N1) is greater than or equal to the first set value (TH1), it is determined that the bus is concentrated in the bus stop 900 to drive the second comparison and determination module 344.

That is, the auxiliary control unit 34, as shown in Figure 8, the second comparison and determination module 344 when it is determined that the bus is concentrated in the bus stop 900 by the first comparison and determination module 343 When it is determined that the bus is not in a dense state at the bus stop 900, the current cycle generation module 346 is driven.

The second comparison and determination module 344 is driven by the first comparison and determination module 343 when the number of bus vehicles N1 is greater than or equal to the first set value TH.

The second comparison and determination module 344 uses the data analyzed by the detection signal analysis module 342 to detect the number of general vehicles N2 that have passed through the second detection area during a predetermined period T, and The detected number of general vehicles N2 is compared to a preset second set value TH2.

At this time, the general vehicle means the vehicle passing through the general lane, not the central bus lane, and the second set value TH2 is defined as the minimum value of the general vehicle that can be determined to be concentrated in the general lane.

Also, the second comparison and determination module 344 determines that the general vehicle is not in a dense state in the general lane if the number of general vehicles N2 is less than the second set value TH2, and compares the third comparison and determination module 345 If the number of general vehicles N2 is greater than or equal to the second set value TH2, it is determined that the general vehicle is concentrated in the general lane to drive the current cycle generation module 346.

That is, the secondary control unit 34 determines that the vehicle is densely populated in the general lane by the second comparison and determination module 344, and the current cycle generation module 346 is driven, but it is determined that the vehicle is not densely populated in the general lane. If so, the third comparison and determination module 345 is driven.

The third comparison and determination module 345 is driven by the second comparison and determination module 344 when the general vehicle number N2 is less than the second set value TH2. In other words, the third comparison and determination module 345 is driven when the buses are concentrated by the first and second comparison and determination modules 343 and 344, and the general vehicle is driven when the buses are not concentrated.

In addition, the third comparison and determination module 345 detects the elapsed time from when the green light is turned off at the pedestrian traffic light 980 to the present.

In addition, the third comparison and determination module 345 compares the detected elapsed time with a preset threshold, and if the elapsed time is greater than or equal to the threshold, determines that a priority signal is given to a pedestrian signal such as a pedestrian traffic light.

In addition, if the elapsed time is less than a threshold, the third comparison and determination module 345 waits without performing a separate operation, and determines that a priority signal is given to a pedestrian signal such as a pedestrian signal when the elapsed time becomes a threshold.

The current period generation module 346 is driven when the number of bus vehicles N1 is less than the first set value TH1 by the first comparison and determination module 343, and the preset display period t ) As the next cycle.

In addition, the current period generation module 346 is 2) the number of bus vehicles (N1) is greater than or equal to the first set value (TH1) by the first comparison and determination module 343, the second comparison and determination module 344 It is driven when the general vehicle number (N2) is in a second state that is greater than or equal to the second set value, and the preset display period (t) is determined as the next display period.

In addition, the current period generation module 346 is 3) by the first comparison and determination module 343, the number of bus vehicles (N1) is greater than or equal to the first set value TH1, and the second comparison and determination module 344 It is driven when the number of general vehicles N2 is less than the second set value TH2 and the elapsed time is greater than or equal to the threshold by the third comparison and determination module 345.

In addition, when the present period generation module 346 is in the third state, the green period lighting point t of the preset display period t of the pedestrian traffic light is changed to the current time point to generate the current period t'. At this time, in the current period (t'), the green light-off time is maintained as it is, so that the lighting time of the green light for pedestrian traffic lights is extended.

9 is a flowchart for explaining an operation process of the auxiliary control unit of FIG. 6.

The operation process (S1) of the auxiliary control unit, as shown in Figure 10, the detection signal input step (S10), the detection signal analysis step (S20), the number of bus vehicles (N1) detection step (S30), the first comparison step (S40), first judgment step (S50), general vehicle number (N2) detection step (S60), second comparison step (S70), second judgment step (S80), elapsed time detection step (S90), third It consists of a comparison step (S100), a third judgment step (S110), a waiting step (S120), and a display period generation step (S130).

The detection signal input step S10 is a step of receiving a detection signal from the first and second detection means 5 and 7.

The detection signal analysis step (S20) is a step of detecting whether the vehicle is detected by analyzing the detection signal input by the detection signal input step (S10).

The bus vehicle number (N1) detection step (S30) detects the number of bus vehicles (N1) that have passed through the first detection area during a predetermined period (T) by using the data analyzed by the detection signal analysis step (S20). It is a step.

The first comparison step S40 is a step of comparing the number of bus vehicles N1 detected by the bus vehicle number N1 detection step S30 to a first preset value TH1.

In the first determination step (S50), if the number of bus vehicles (N1) in the first comparison step (S40) is less than the first set value (TH1), it is determined that the bus is not crowded at the bus stop, and the current step is displayed. The creation step (S130) is performed.

In addition, in the first determination step S50, if the number of bus vehicles N1 is greater than or equal to the first set value TH1 in the first comparison step S40, it is determined that the bus is concentrated in the bus stop and the number of general vehicles is transferred to the next step. (N2) The detection step S60 is performed.

The general vehicle number N2 detection step S60 is performed when it is determined in the first determination step S50 that the bus is in the bus stop.

In addition, the general vehicle number (N2) detection step (S60) detects the general vehicle number (N2) that has passed through the second detection area during a predetermined period (T) by using the data analyzed by the detection signal analysis step (S20). It is a step.

The second comparison step S70 is a step of comparing the number of general vehicles N2 detected by the normal vehicle number N2 detection step S60 with the second set value TH2.

In the second determination step S80, if the number of general vehicles N2 is greater than or equal to the second set value TH2 in the second comparison step S70, it is determined that the general vehicle is concentrated in the general lane, and the current cycle is generated as the next step. The process proceeds to step S130.

In addition, in the second determination step S80, if the number of general vehicles N2 is less than the second set value TH2 in the second comparison step S70, it is determined that the general vehicle is not concentrated in the general lane to the next step. The elapsed time detection step (S90) is performed.

The elapsed time detection step (S90) proceeds when it is determined that the general vehicle is not densely placed on the general lane in the second determination step (S80), and elapses from the point when the green light is turned off at the pedestrian traffic light 980 to the present. This is the step of detecting time.

The third comparison step S100 is a step of comparing the elapsed time detected in the elapsed time detection step S90 with a preset threshold.

In the third determination step (S110), when the elapsed time exceeds the threshold in the third comparison step (S100), the current period generation step (S130) is performed as the next step.

In addition, the third determination step (S110), if the elapsed time in the second comparison step (S100) is less than the threshold, proceeds to the next step (S120).

The waiting step (S120) waits until the elapsed time becomes a threshold, and when the elapsed time becomes a threshold, the current period generation step (S130) proceeds to the next step.

The present period generation step (S130) is a step of determining and generating the present period of the traffic lights of the bus stop.

In addition, the present period generation step (S130) is 1) when the first state proceeding after the first determination step (S50), it is determined to apply the existing present period as it is.

In addition, the present period creation step (S130) is 2) when the second state proceeds after the second determination step (S80), it is determined to apply the existing display period as it is.

In addition, the present period generation step (S130) is 3) in the third state proceeding after the third judgment step (S110) or the standby step (S120), the green light of the pedestrian traffic light's display period (t) is lighted at the current time. Create the current cycle (t') changed to.

That is, the display information generated by the auxiliary control unit 34 is input to the back control unit 35 of FIG. 5, and the light control unit 35 is switched by the switch unit 36 according to the display period input from the auxiliary control unit 34. By controlling the switch unit 36 to be driven, the signal system of the traffic lights is operated according to the current cycle.

As described above, the bus lane signal control system 1, which is an embodiment of the present invention, determines whether a priority signal of a pedestrian crossing traffic signal is applied in response to the number of moving vehicles in the central bus lane (N1), traffic congestion rate or traffic flow. At the same time, it is possible to improve the convenience of the stop and to improve the delay in unnecessary waiting time.

In addition, the bus lane signal control system 1 of the present invention minimizes vehicle congestion while minimizing vehicle congestion by deciding whether to apply a priority signal for a pedestrian crossing in response to the number of moving vehicles (N2), traffic congestion rate or traffic flow in the general lane. It is possible to reduce unnecessary waiting time consumption.

In addition, the bus lane signal control system 1 of the present invention prevents vehicle congestion due to indiscriminate priority signal application by determining whether or not to apply the priority signal by utilizing the elapsed time from the green light off time to the current time of the previous present cycle. Can be.

In addition, the bus lane signal control system 1 of the present invention shortens the travel time of pedestrians through simple structure change of the bus stop by installing at least two crosswalks between the waiting area of the bus stop and the sidewalk, and at the same time indiscreet It is possible to effectively prevent accidents of pedestrians and vehicles due to unauthorized crossing.

1: Bus lane signal control system 3: Traffic signal controller
5: first detection means 7: second detection means 10: wired or wireless communication network
31: main control unit 32: memory 33: communication interface unit
34: auxiliary control unit 35: back control unit 36: switch unit
341: input module 342: detection signal analysis module
343: first comparison and judgment module 344: second comparison and judgment module
345: third comparison and judgment module 346: display cycle generation module
900: Bus stop 910: Central bus lane
920: General lane 930: Waiting area 940: Fence
951: Crosswalk 980: Crosswalk traffic lights

Claims (7)

At least two pedestrian crossings are installed between the central bus-only lane formed in the center of the multi-lane road, the waiting area for bus users, and between the waiting area and the adjacent sidewalk, which are formed between the central bus-only lane and the general lane. In the bus lane signal control system for managing and controlling the signal system of the bus stop in question:
A fence is installed on one side of the waiting area facing the general lane,
Pences connected to each of the pedestrian crossings are formed with pedestrian passages,
The bus lane signal control system is
Pedestrian traffic lights installed on each of the pedestrian crossings and outputting signals for controlling pedestrian movement;
First detection means for detecting a bus passing through a first detection area (S1) which is an area spaced rearward from the waiting area of the central bus lane;
Traffic signal controller,
The traffic signal controller
An auxiliary control unit that analyzes the detection signal transmitted from the first detection means to detect a bus, and generates a display cycle of the pedestrian traffic lights corresponding to the detected number of bus vehicles (N1), and the display generated by the auxiliary control unit Further comprising a switch for outputting the signals of the pedestrian traffic lights according to the cycle,
The auxiliary control unit
An input module that receives a detection signal from the first detection means;
A detection signal analysis module for detecting a bus passing through the first detection area S1 by analyzing a detection signal input through the input module;
After detecting the number of bus vehicles (N1), which is the number of buses passing through the first detection area (S1) during a predetermined period (T), by using the data analyzed by the detection signal analysis module, the detected bus vehicle By comparing the number N1 with the first set value TH1, Threshold1, if the number of bus vehicles N1 is less than the first set value TH1, it is determined that the bus is not in a dense state in the central bus lane, If the number of bus vehicles (N1) is greater than or equal to the first set value (TH1), the first comparison and determination module determines that the bus is in a concentrated state on the central bus lane;
If it is determined by the first comparison and determination module that the bus is not crowded in the lane dedicated to the central bus, it is determined to apply the existing display period (t) of the pedestrian traffic lights as the next display period (t'), If it is determined by the first comparison and determination module that the bus is concentrated in the lane dedicated to the central bus, the present period generation module that generates a present period (t') in which the green light on point of the pedestrian traffic lights is changed to the current time Including more,
The bus lane signal control system is
Further comprising a second detection means for detecting a general vehicle passing through the second detection area (S2) which is an area spaced rearward from the waiting area among the general lanes,
The auxiliary control unit
Driven when it is determined that the bus is in the central bus lane by the first comparison and determination module, and utilizes the data analyzed by the detection signal analysis module to generate the second detection area during the period (T) ( After detecting the normal vehicle number N2, which is the quantity of vehicles passing through S2), the detected normal vehicle number N2 is compared to a preset second set value TH2, and if the normal vehicle number N2 is 2 If it is more than the set value (TH2), it is judged that the general vehicle is dense in the general lane, but if the number of general vehicles (N2) is less than the second set value (TH2), it is determined that the general vehicle is not dense in the general lane. 2 It further includes a comparison and judgment module,
The present cycle generation module
If it is determined by the second comparison and determination module that the general vehicle is concentrated in the general lane, it is decided to apply the existing display period t of the pedestrian traffic lights as the next display period t'as it is. 2 If it is determined by the comparison and determination module that the general vehicle is not in a dense state on the general lane, a display period (t') in which the green light lighting time of the pedestrian traffic lights is changed to the current time is generated,
The auxiliary control unit
Further comprising a third comparison and determination module that is driven when it is determined that the general vehicle is not concentrated in the general lane by the second comparison and determination module,
The third comparison and judgment module
After detecting the elapsed time, which is the time from the green light extinguishing time of the previous present cycle to the current time, comparing the detected elapsed time with a preset threshold, if the elapsed time is greater than or equal to the threshold, a priority signal is given to the pedestrian signals of the pedestrian traffic lights. It is judged to be assigned, but if the elapsed time is less than a threshold, it waits until the elapsed time becomes a threshold, and if the elapsed time becomes a threshold, it is determined that a priority signal is given to the pedestrian signals of the pedestrian traffic lights.
The present cycle generation module
If it is determined that the priority signal is to be given by the third comparison and determination module, the bus lane signal control characterized in that the green light lighting time of the pedestrian traffic lights is changed to the current time (t'). system. delete delete delete delete The signal control system for a bus lane according to claim 1, wherein a safety bar is opened and closed in connection with a pedestrian signal in the passage. The bus lane signal control system according to claim 6, wherein the first sensing means and the second sensing means are radar detectors.

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