KR102256645B1 - Apparatus and method for controlling priority signals - Google Patents

Abstract

Provided is a control device. The control device includes: a division unit for dividing a control section based on a stop of a public transportation means; and an establishment unit for establishing a signal system for giving a priority signal to the public transportation means using the divided unit section in the division unit. The control device can minimize the impact on congestion.

Description

Apparatus and method for controlling priority signals}

The present invention relates to a control apparatus and method for giving a priority signal to a traveling direction of a specific vehicle within a range of minimizing the congestion effect on other vehicles at an intersection.

Systems such as S-BRT (Super Bus Rapid Transit) are emerging to revitalize public transportation.

According to S-BRT, certain vehicles, such as buses, can only stop at stops regardless of the amount of traffic on the road. In addition, the bus runs on a dedicated road separate from the general road, and may not stop at an intersection. For faster getting on and off the bus stop environment and convenience of traffic shortcomings, horizontal getting on and off like the subway can be standardized. The introduction of hydrogen and electric vehicles makes it eco-friendly, and the introduction of articulated buses can maximize the amount of transportation.

In order to realize the S-BRT, the bus must run without stopping at an intersection where traffic lights are installed, and for this purpose, a traffic light signaling system that provides priority signals to the bus needs to be prepared.

Korean Patent Publication No. 1901371 discloses a technology for extending a green signal according to the arrival point of a tram.

Korean Registered Patent Publication No. 1901371

An object of the present invention is to provide a control device and a control method capable of minimizing the effect on traffic congestion while preferentially allocating a progress signal of a traffic light to a public transportation means.

The control apparatus of the present invention comprises: a division unit for dividing a control section based on a stop of a public transportation means; And an establishment unit that establishes a signal system for giving priority signals to the public transportation means by using the unit sections divided by the division unit.

The control method of the present invention includes a first step of first shifting the entire existing control cycle of a single traffic light disposed between a stop corresponding to a unit section and a section between the stops with respect to a time axis; When the entire control cycle of all traffic lights included in the first unit section is defined as a first group, and the entire control cycle of all traffic lights included in the second unit section is defined as the second group, the first group is And a second step of temporally second shifting the second group.

According to the control apparatus and control method of the present invention, while maintaining the existing signal system of the traffic light as it is, a priority signal can be provided to the public transportation means.

Accordingly, public transportation means such as buses and trams can travel without stopping in a traffic light section using a priority signal, and an increase in traffic congestion in a surrounding area due to the priority signal can be effectively prevented.

In other words, according to the present invention, priority signals can be given to public transport means at least without increasing the existing traffic jams.

According to the present invention, a signal system such as a traffic light that can be applied to a traffic system requiring speedy and punctuality such as Super-Bus Rapid Transit (S-BRT) can be provided.

Specifically, according to the present invention, it is possible to impart the speed of passing through an intersection where a traffic light is installed without stopping. In addition, according to the present invention, the punctuality of arriving at the stop according to a preset time may be provided.

The present invention can realize the above speed and timeliness through a method of shifting the entire control cycle of a traffic light with respect to the time axis. As a result, since the optimized and operating signal system is used as it is, the phenomenon of an increase in surrounding traffic congestion due to the priority signal can be minimized.

The present invention can be applied without knowing the current location of the bus in real time. Due to the lack of knowledge of the current location, the bus may be stopped by receiving a stop signal at a specific traffic light. However, since a specific traffic light included in the signal system of the present invention is changed to a progress signal, the bus that departs again is moved step by step as if riding a slide from a slide according to the signal system of the present invention in a later section, so that the first signal can be normally provided. .

According to the present invention, a general vehicle may also be provided with a priority signal provided by a bus except for the stopping time of a stop.

1 is a block diagram showing a control device of the present invention.
2 is a schematic diagram showing an operation of a first establishment unit.
3 is a schematic diagram showing an operation of a second establishment unit.
4 is a schematic diagram showing a method of maximizing a bidirectional linkage width in units of stops.
5 is a schematic diagram showing a method of expanding the linkage width of a public transportation means on a descending line.
6 is a graph showing a method of calculating an external offset that minimizes the stopping time of a public transportation means.
7 is a schematic diagram showing another operation of the first establishment unit.
8 is a flowchart showing a control method of the present invention.
9 is a diagram illustrating a computing device 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 so that those of ordinary skill in the art may easily implement the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein. In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention, and similar reference numerals are attached to similar parts throughout the specification.

In the present specification, redundant descriptions of the same components are omitted.

In addition, in the present specification, when a component is referred to as being'connected' or'connected' to another component, it may be directly connected or connected to the other component, but other components in the middle It should be understood that may exist. On the other hand, in the present specification, when a component is referred to as being'directly connected' or'directly connected' to another component, it should be understood that there is no other component in the middle.

In addition, terms used in the present specification are only used to describe specific embodiments, and are not intended to limit the present invention.

In addition, in the present specification, expressions in the singular may include plural expressions unless the context clearly indicates otherwise.

In addition, in this specification, terms such as'include' or'have' are only intended to designate the existence of features, numbers, steps, actions, components, parts, or combinations thereof described in the specification. It is to be understood that the presence or addition of other features, numbers, steps, actions, components, parts, or combinations thereof, does not preclude in advance.

In addition, in the present specification, the term'and/or' includes a combination of a plurality of listed items or any of a plurality of listed items. In the present specification,'A or B'may include'A','B', or'both A and B'.

In addition, in the present specification, detailed descriptions of known functions and configurations that may obscure the subject matter of the present invention will be omitted.

1 is a block diagram showing a control device of the present invention.

The control device illustrated in FIG. 1 may include a division unit 110 and an establishment unit 130.

Attempts are being made to give priority signals to public transport such as buses and trams. First, the signal may mean that a progress signal such as green is displayed on the traffic light 10 whenever a specific vehicle passes through the traffic light 10. First, a specific vehicle to which a signal is given may pass through the traffic light 10 without being restricted from driving by a stop signal of the traffic light 10 such as red. First, the signal may mean a control signal for controlling the traffic light 10 so that a progress signal is displayed when a specific vehicle reaches the vicinity of the traffic light 10.

First of all, an intuitive way to give a signal is to recognize the approach of public transportation using various sensors, and accordingly increase the duration of the progress signal displayed on the traffic light back and forth. However, according to the progress signal (the progress signal section) that is increased back and forth in time, the stop signal (the stop signal section) may be relatively reduced.

A stop signal of a specific traffic light provided at a specific intersection may be linked to a progress signal of another traffic light provided at the corresponding intersection. Therefore, when the progress signal of a specific traffic light increases back and forth for the priority signal, the existing signal system, which has been optimized for each traffic light, is collapsed, and traffic congestion may seriously increase.

As a method for maintaining the existing signal system as it is without damaging the existing signal system in the process of giving priority signals to at least some public transportation means, the division unit 110 and the establishment unit 130 may be used.

The division unit 110 may divide a control section based on a stop of a public transportation means. According to the division unit 110, a control section in which a traffic light is to be controlled may be divided into a unit section corresponding to a distance section between a stop and a stop.

When the control section is divided based on the stop, it is possible to easily control the signal system of a traffic light existing between the stop and the stop. In addition, it is possible to easily control and process a stop time when a public transport means stops for getting on and off passengers at a stop. In addition, the signaling system can be easily adjusted adaptively to traffic jams that change over time.

The establishment unit 130 may establish a signal system that gives priority signals to public transportation by using a unit section in which the control section is divided into a plurality of the division unit 110. For example, the signaling system for a traffic light may represent a control policy that determines when, for how long, and at what period to display the progress signal.

An acquisition unit 150 for acquiring various types of information may be provided from a traffic server, a management server for public transportation, and a location sensor such as a Global Positioning System (GPS) provided in a public transportation.

The acquisition unit 150 may obtain information on a stop included in the route of the public transportation, a schedule of public transportation including information on when and when to arrive at any stop, location information of the public transportation, and the like. . The acquisition unit 150 may provide the obtained information to the division unit 110 or may provide the information to the establishment unit 130.

The control device of the present invention may be provided with a control unit 170 that controls a traffic light according to a signal system established by the establishment unit 130. A communication unit 190 that provides a signal system established by the establishment unit 130 to a separate control server 30 that controls a traffic light through a wired or wireless communication network may be provided in the control device of the present invention.

In order to give priority signals to public transport while preserving the existing signaling system, the establishment unit 130 shifts the entire existing control cycle of the traffic light with respect to the time axis so that the progress signal is displayed at the time of passage of the public transport. I can make it.

Each traffic light may have an existing control cycle corresponding to an already optimized signal system. The control cycle may represent a control signal that determines when and for how long to display a progress signal or a stop signal. Alternatively, the control cycle may indicate a state of a traffic light operated by a corresponding control signal. Depending on the control cycle, the degree of congestion of the vehicle at the intersection where the corresponding traffic light is installed varies, but the existing control cycle is likely to be maintained in an optimal state through various trials and errors. Therefore, if the existing control cycle is changed, there is a high probability that a large traffic congestion or traffic jam occurs in the corresponding area.

In order not to damage the signaling system, the establishment unit 130 increases or decreases the duration and period of the progress signal (eg, green light) or stop signal (eg, red light) included in the existing control cycle. The method can be ruled out in principle.

In principle, the establishment unit 130 may use the existing control cycle for each traffic light as it is. In this state, in order to give a priority signal to a specific public transportation means, the establishment unit 130 may shift the entire existing control cycle of a specific traffic light with respect to the time axis t. This appearance can be similar to shifting the phase of a specific signal while maintaining the period as it is in the signal processing field.

By shifting the entire control cycle, the traffic flow in the area covered by the traffic light can be maintained at the same level as before. In addition, a progress signal may be displayed on a traffic light at the time of passage through which the public transportation means passes through the corresponding area.

The establishment unit 130 may be provided with a grasping unit 133, a first establishment unit 131, and a second establishment unit 132.

The grasping unit 133 may calculate a running speed of a public transportation means using schedule information of a public transportation means or information from a location sensor.

The grasping unit 133 may calculate or grasp the stopping time at which the public transportation means stops at the stop by using the operation schedule information of the public transportation means obtained in advance, the running speed, and the like.

The first establishment unit 131 and the second establishment unit 132 may establish a signal system.

The first establishment unit 131 may first shift the entire control cycle of a traffic light disposed in a unit section corresponding to a section (including a stop) between two adjacent stops with respect to the time axis.

2 is a schematic diagram showing an operation of the first establishment unit 131. In the drawing, the horizontal axis may be the time axis t, and the vertical axis may be the distance axis s.

In FIG. 2, diagonal lines disposed at both ends of the Maximization range may indicate the speed of public transportation.

The first establishment unit 131 maximizes the duration (progress signal section) of the progress signal provided to the public transportation in preparation for the arrival of the public transportation means later than the original schedule due to various variables such as traffic congestion. The first shift may be performed so as to be. When the duration of the progress signal is maximized, the likelihood that all of the plurality of traffic lights display the progress signal may increase with respect to the public transportation means sequentially passing through the plurality of traffic lights. If a plurality of traffic lights can be linked to display a progress signal for a specific public transportation means, the linkage width can be expressed as good. If, for a specific public transport, some traffic lights do not display a progress signal and display a stop signal, it may be expressed as a poor linkage width.

In order to improve the linkage width, it is preferable that the progress signal section is started from the time when the public transportation means arrives at a specific traffic light on a schedule. This is because, if set in this way, the entire single duration of the progress signal included in the existing control cycle assigned to a specific traffic light can be allocated to the passage of the corresponding public transportation means.

Meanwhile, the point in time when the public transportation means running along the upbound line (indicated as outbound in the drawing) passes through the road where the traffic light is arranged, the jurisdiction area, and the jurisdiction area will be defined as the first transit point h1. The point in time when the public transportation means running along the down line (indicated as inbound in the drawing) passes through the road where the traffic lights are placed, the jurisdiction area, and the jurisdiction area is defined as the second transit point h2.

The first establishment unit 131 may perform the first shift shift1 within a range in which the first passing time h1 and the second passing time h2 are included within the duration of a single progress signal. Within a range that satisfies the condition, the first shift can flow along the time axis t.

7 is a schematic diagram showing another operation of the first establishment unit 131.

If the time interval L1 between the first passage point h1 and the second passage point h2 is longer than the duration segment L2 of a single progress signal, the first establishment unit 131 determines the first passage point h1 according to the weights of the up and down lines by time. The first shift may be performed so that one of the and the second passing time h2 is included in the duration section (sections ①, ②, and ③ in FIG. 2).

In principle, the establishment unit 130 using the existing control cycle (which may be partially changed in some cases) may not increase or decrease the length of the duration section L2. In this case, only one of an upbound vehicle and a downbound vehicle passing through the corresponding traffic light may receive a progress signal, and the other may receive a stop signal without receiving the progress signal.

In this case, a problem of selection of whether to provide a progress signal to an upbound vehicle or a downbound vehicle may arise. In this case, the first establishment unit 131 may automatically select a vehicle to provide a progress signal according to the weights of the up and down lines by time.

For example, there may be a large number of vehicles on the upbound line during the rush hour, and many vehicles on the down line during the rush hour. In this case, a progress signal may be provided to an upcoming vehicle at work time, and a progress signal may be provided to a downcoming vehicle at work time. The provision of the progress signal can be achieved by first shifting the duration of the progress signal to be located at the first passing time h1 corresponding to the passing time of the upbound vehicle or the second passing time h2 corresponding to the passing time of the downcoming vehicle. have.

On the other hand, if the interval between the first passage point h1 and the second passage point h2 is longer than the duration of a single progress signal, the first establishment unit 131 includes both the first passage point h1 and the second passage point h2 as an exception. If possible, the specific duration can be increased by the compensation time.

In this case, due to the specific duration interval increased by the compensation time, the holding time (stop signal interval) of the stop signal existing before or next to the specific duration interval may be reduced by the compensation time. This can increase traffic congestion in the area.

In order to prevent an increase in traffic congestion, the first establishment unit 131 may reduce the remaining duration displayed during a time when the public transportation means does not pass by the compensation time.

A situation in which the interval between the first passing time point h1 and the second passing time point h2 is longer than the duration of a single progress signal is defined as a special situation.

Special situations may not occur all the time, but at some traffic lights only at some times. Accordingly, for most of the time, a normal situation (a situation in which both the first passing time and the second passing time are included in the duration of a single progress signal) may occur even at the corresponding traffic light. The first establishment unit 131 may reduce the duration of the progress signal by the corresponding compensation time in a normal situation in order to reduce traffic congestion caused by the added compensation time in a special situation. The first establishment unit 131 may reduce one of the progress signals displayed in the normal situation by the compensation time. Alternatively, the first establishment unit 131 may divide the compensation time into a plurality and reduce each of the plurality of progress signals displayed in a normal situation by a piece time divided by the compensation time.

This embodiment of increasing the duration of the progress signal may be limited to a special case. For example, the first establishment unit 131 may perform a first shift for as many traffic lights as possible so that the first passing time h1 and the second passing time h2 are included within the duration of a single progress signal. In this state, the duration of the progress signal may be increased by the compensation time only for a small number of traffic lights in which the first passing time h1 and the second passing time h2 are not included in the duration of the single progress signal.

Stops may include traffic lights. The first shift may also be applied to a traffic light installed at the stop at this time. In addition to this, the stop time at which passengers get on and off at the stop can be taken into account in the traffic lights at the stop. The second establishment unit 132 may be used to correspond to the stop time.

The entire control cycle of all traffic lights included in the first unit period k1 may be defined as the first group g1, and the entire control cycle of all traffic lights included in the second unit period k2 may be defined as the second group g2.

The second establishment unit 132 may temporally second shift the second group g2 with respect to the first group g1.

3 is a schematic diagram showing an operation of the second establishment unit 132.

Referring to FIGS. 2 and 3, a route running in the order of stops s1, s2, and s3 may correspond to an upbound line. A traffic light d1 may exist between the stops s1 and s2. Traffic lights d2 and d3 may exist between stops s2 and s3.

The first shift shift1 by the first establishment unit 131 may be performed for all traffic lights included in each unit section k1 and k2.

Specifically, each of the traffic lights included in the first unit section k1 between the stop s1 and the stop s2 (including the traffic lights of the stop s1 corresponding to the starting point from which the bus stops and starts again) is first shifted by the first establishment unit 131 Can be.

Each of the traffic lights included in the second unit section k2 between the stop s2 and the stop s3 (including the traffic lights of the stop s2 corresponding to the starting point of stopping and starting again) may be first shifted by the first establishment unit 131 .

The first establishment unit 131 may determine how much to move the existing control cycle of each traffic light with respect to the time axis by using the speed of the public transportation or the time when the public transportation passes through the traffic light. A difference between a start time of a progress signal included in a control cycle of a specific traffic light and a start time of a progress signal included in a control cycle of another traffic light may be defined as an internal offset io.

For example, the internal offset io may be determined using the speed of public transportation. The first establishment unit 131 may first shift the control cycle of a specific traffic light according to the internal offset io.

For example, in the case of an upbound line, public transportation passes in the order of traffic lights d1, d2, d3, and in this case, the duration of a single progress signal at traffic light d3 ③ is the duration of a single progress signal at traffic light d2. It can be delayed by the offset io.

The public transportation means traveling in the second unit section k2 can pass without stopping each traffic light to which the internal offset io considering the speed is applied.

The stop time m corresponding to the time at which the public transport means stops at the stop may be defined. The stopping time m may include a boarding and dropping time for a passenger at a stop and a waiting time for waiting for a progress signal of a traffic light installed at the stop.

Since the getting on and off time is an indispensable time for the existence of public transportation, a plan can be devised to minimize the stop time by reducing the waiting time generated at the bus stop while leaving the getting on and off time as it is. The waiting time generated at the stop may indicate the waiting time for the stop traffic light to change to a progress signal after the type of getting on and off time.

The second establishment unit 132 includes the second stop time m within a range in which the start point of the stop time m is included in the progress signal section or the stop signal section of the stop traffic light, and the end point of the stop time m is included in the progress signal section of the stop traffic light. The time of shift shift2 can be determined.

In this case, the time of the second shift shift2 determined by the second establishment unit 132 may be defined as an external offset eo. The start time of the stop time m may mean that the public transportation means has arrived at the corresponding stop. That is, according to the present embodiment, the public transportation means may arrive at the corresponding stop when the stop signal is a stop signal. In this case, the waiting time is partially reduced, thereby reducing the total stopping time.

In summary, the first establishment unit 131 may first shift the entire existing control cycle of a single traffic light disposed between a stop corresponding to a unit section and a section between the stops with respect to the time axis. The first shift may be performed for each of a plurality of traffic lights.

The first establishment unit 131 may perform a first shift operation for all traffic lights included in the unit section so that a progress signal is displayed on each traffic light according to different passing times.

The second establishment unit 132 temporally determines the second group g2 with respect to the first group g1 as much as the stop time at which public transport stops at a common stop commonly included in the first unit section k1 and the second unit section k2. 2 Can be shifted.

The grasping unit 133 may determine the time of passage using the operation schedule information of the public transport, or may determine the time of passage using the location information of the public transport obtained in real time.

4 is a schematic diagram showing a method of maximizing a bidirectional linkage width in units of stops. 5 is a schematic diagram showing a method of expanding the linkage width of a public transportation means on a descending line.

In FIGS. 4 and 5, a first unit section k1 and a second unit section k2 exist.

The first unit section k1 is a section between the first stop s1 and the second stop s2, and included in the section, the first stop traffic light (the first traffic light that meets after stopping at the first stop), the first traffic light d1, the second traffic light May contain d2. This case may indicate the case of an upbound line. In the case of a descending line, the first unit section k1 may include a second stop traffic light (a traffic light that first meets after stopping at the second stop), a second traffic light d2, and a first traffic light d1.

The second unit section k2 is a section between the second stop s2 and the third stop s3, and may include a second stop traffic light (the first traffic light that meets after stopping at the second stop) and a third traffic light d3 included in the corresponding section. have. This case may indicate the case of an upbound line. In the case of a descending line, the second unit section k2 may include a third stop traffic light (a traffic light that first meets after stopping at the third stop) and a third traffic light d3.

In the embodiment of FIG. 4, a weight is assigned to an outbound corresponding to an upbound line, and a first shift may be performed with priority on the upbound line. For convenience of explanation, public transportation, for example, a bus is shown to travel at a constant speed.

In FIGS. 4 and 5, an upbound line outbound may be a direction rising from the bottom of the graph, and a downbound line inbound may be a direction falling from the top to the bottom of the graph.

Looking at, in order to provide a wide linkage width to a bus running in an outbound line, the first shift may be performed according to the operation of the up line bus. When the first shift is performed according to the upbound line, the linkage width running in the downbound line inbound is reduced. Downlink buses with reduced interlocking width can pass through the area without stopping for a shorter period of time than upbound lines.

The first shift in this manner may be useful when the traffic congestion of the upbound line is less than that of the downbound line.

According to the first shift, the interlocking widths (outbound1, outbound2) of the upbound line may be maximized within each unit section, and the interlocking widths (inbound1, inbound2) of the outbound line may also be maximized in the position of the descending line.

Based on the downbound line, when the traffic light at the next stop is in the stopped section, it is safe for public transportation to arrive at the next stop. This is because when the stop time is over, there is no problem as long as the corresponding traffic light is the progress signal section. Using this, the downlink linkage width can be extended (extended_inbound1, extended_inbound2).

Public transportation can be stopped by receiving a stop sign at certain traffic lights due to various variables. However, since the first and second shifted signal systems have already been prepared, the corresponding public transportation means may enter the first and second shifted signal systems again after the specific traffic light is changed to a progress signal. As a result, the public transport can be continuously provided with priority signals. Understanding this, the acquisition unit of the present invention does not need to receive real-time location information from public transportation. This is because public transport can continue to receive priority signals after meeting the stop sign section of a traffic light only once.

6 is a graph showing a method of calculating an external offset that minimizes the stopping time of a public transportation means.

It is preferable that the external offset eo corresponding to the amount (time) of the second shift is determined in a direction in which the stopping time of the public transportation means delayed at the stop is minimized.

As an example, the second establishment unit 132 may calculate a combination of unit sections that minimizes a two-way stop time (including an up line stop time and a down line stop time) of public transportation.

The second establishment unit 132 may extract a lower set ratio, for example, 10% of the sum of the average stop stop times in both directions. In a state in which a higher weight is assigned to the upbound line compared to the downbound line, the second establishment unit 132 may select an external offset at which the extracted average stop stop time of the upbound line is minimum as an optimal solution.

In the present invention, the point to be divided may not be set as a variable by focusing on the signal first. Instead, in the present invention, the unit section can be divided based on the stop to set the reference to the linkage width. Through this, the driving speed of public transport and general vehicles at an intersection rather than a stop can be set as the speed limit, so that both vehicles can receive the effect of the linkage width.

According to the present invention, priority signals may be given to all types of vehicles using stops and routes processed by the division unit 110 and the establishment unit 130. Therefore, other public transportation means running on the road without providing schedule information can also operate without stopping between stops.

According to the present invention, rapidity that can improve the speed of transit of public transportation means can be secured, and non-stop passing at an intersection can be maximized. In order to reduce unnecessary stopping of public transportation means such as buses, dividing a control section unit based on a stop may correspond to a major difference from the conventional comparative embodiment. Unlike general vehicles, public transportation requires stopping time at nodes with stops. Except for stops, there may be no distinction between regular vehicles and public transport. In order to make the most of this advantage, a section between a stop and a stop may be set as a unit section of control.

The first establishment unit 131 of the present invention may induce a public transportation means to pass through the intersection without stopping by adjusting the internal offset io.

The second establishment unit 132 of the present invention may minimize the stopping time of the public transportation means by adjusting the external offset eo.

The control device of the present invention may use a center control method and control in a minimum axis unit by using a minimum amount of traffic information. The control device of the present invention may take into account the linkage width of the public transportation means and the single vehicle.

8 is a flowchart showing a control method of the present invention.

The control method of the present invention may be performed by a control device that establishes a signal system of a traffic light so that a progress signal is displayed at the time of passage of the public transport in consideration of the stopping time of the stop.

The control method may include an acquisition step (S510), a division step (S520), a first step (S530), and a second step (S540).

In the acquisition step (S510), information on a schedule of operation of a public transportation means, location information of a public transportation means, information on the number of people at a stop, etc. may be obtained. The acquisition step (S510) may be performed by the acquisition unit 150.

The driving schedule information and location information may be used for the first shift.

Operation schedule information, location information, and personnel information may be used for the second shift.

The grasping unit 133 may analyze the image captured by the camera installed at the stop, and determine the number of users present at the stop.

In the dividing step (S520), a control section corresponding to at least a part of a route of a public transportation means may be divided into a plurality of unit sections based on a stop. The dividing step (S520) may be performed by the dividing unit 110.

In the first step (S530), the entire existing control cycle of a single traffic light disposed between a stop corresponding to a unit section and a section between the stops may be first shifted with respect to the time axis. The first step S530 may be performed by the first establishment unit 131 of the establishment unit 130.

In the second step (S540), the second group may be temporally shifted for a second time with respect to the first group. The second step (S540) may be performed by the second establishment unit 132 of the establishment unit 130.

The second establishment unit 132 may increase or decrease the stopping time according to the number of users identified by the identification unit 133. For example, the second establishment unit 132 may increase the stopping time by a set step value whenever the number of users increases by a set unit. According to this embodiment, the stopping time m of the public transportation means can be adaptively changed by the passenger.

9 is a diagram illustrating a computing device according to an embodiment of the present invention. The computing device TN100 of FIG. 9 may be a device (eg, a control device, etc.) described herein.

In the embodiment of FIG. 9, the computing device TN100 may include at least one processor TN110, a transmission/reception device TN120, and a memory TN130. In addition, the computing device TN100 may further include a storage device TN140, an input interface device TN150, an output interface device TN160, and the like. Components included in the computing device TN100 may be connected by a bus TN170 to communicate with each other.

The processor TN110 may execute a program command stored in at least one of the memory TN130 and the storage device TN140. The processor TN110 may mean a central processing unit (CPU), a graphics processing unit (GPU), or a dedicated processor in which methods according to an embodiment of the present invention are performed. The processor TN110 may be configured to implement procedures, functions, and methods described in connection with an embodiment of the present invention. The processor TN110 may control each component of the computing device TN100.

Each of the memory TN130 and the storage device TN140 may store various information related to an operation of the processor TN110. Each of the memory TN130 and the storage device TN140 may be formed of at least one of a volatile storage medium and a nonvolatile storage medium. For example, the memory TN130 may be composed of at least one of a read only memory (ROM) and a random access memory (RAM).

The transmission/reception device TN120 may transmit or receive a wired signal or a wireless signal. The transmission/reception device TN120 may be connected to a network to perform communication.

Meanwhile, the embodiments of the present invention are not implemented only through the apparatus and/or method described so far, but may be implemented through a program that realizes a function corresponding to the configuration of the embodiment of the present invention or a recording medium in which the program is recorded. In addition, this implementation can be easily implemented by those of ordinary skill in the art from the description of the above-described embodiments.

Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements of the person skilled in the art using the basic concept of the present invention defined in the following claims are also present. It is within the scope of the invention.

10...traffic light 30...control server
110...split unit 130...build unit
131...the first establishment 132...the second establishment
133...grasp 150...acquisition unit
170...control unit 190...communication unit

Claims (10)

A division unit for dividing a control section in which a traffic light is to be controlled into a plurality of unit sections;
Including; an establishment unit for establishing a signal system for giving priority signals to public transportation means using the unit section,
A first establishment unit is provided for first shifting the entire control cycle of the traffic lights disposed in the unit section with respect to the time axis,
A first transit point when the public transportation means running along an upbound line passes through a road on which a traffic light is arranged is defined, and a second transit point when the public transportation means running along a down line passes through the road on which the traffic light is placed is defined. When defined,
The first establishing unit performs the first shift within a range in which the first passing time and the second passing time are included within a duration of a single progress signal.
The method of claim 1,
A control device provided with a control unit for controlling a traffic light according to the signal system or a communication unit providing the signal system to a separate control server for controlling the traffic light.
delete delete The method of claim 1,
When the interval between the first passage point and the second passage point is longer than the duration, one of the first passage point and the second passage point is determined according to the weight of the uplink and the downline. A control device that performs the first shift to be included in a duration period.
The method of claim 1,
When the interval between the first passing time and the second passing time is longer than the continuous section, the first establishing unit increases the specific duration by a compensation time so that both the first passing time and the second passing time are included,
The first establishing unit is a control device for reducing the remaining duration displayed during a time when the public transportation means does not pass by the compensation time.
A division unit for dividing a control section in which a traffic light is to be controlled into a plurality of unit sections;
Including; an establishment unit for establishing a signal system for giving priority signals to public transportation means using the unit section,
When the entire control cycle of all traffic lights included in the first unit section is defined as a first group, and the entire control cycle of all traffic lights included in the second unit section is defined as the second group,
A second establishment unit for temporally second shifting the second group with respect to the first group is provided,
When a stop time corresponding to the time at which the public transport means stops at a stop is defined,
The second establishment unit makes the second shift within a range in which the start time of the stop time is included in the progress signal section or the stop signal section of the stop traffic light, and the end time of the stop time is included in the progress signal section of the stop traffic light Control device that determines the time of the day.
A division unit for dividing a control section in which a traffic light is to be controlled into a plurality of unit sections;
Including; an establishment unit for establishing a signal system for giving priority signals to public transportation means using the unit section,
A first establishment unit and a second establishment unit for establishing the signal system are provided,
The first establishment unit first shifts the entire existing control cycle of a single traffic light disposed in a section between a stop and a stop corresponding to the unit section with respect to the time axis,
The first establishment unit performs the first shift operation for all the traffic lights included in the unit section, so that a progress signal is displayed on each traffic light according to different passing points,
When the entire control cycle of all traffic lights included in the first unit section is defined as a first group, and the entire control cycle of all traffic lights included in the second unit section is defined as the second group,
The second establishment unit temporally second shifts the second group for the first group by a stop time at which the public transportation means stops at a common stop commonly included in the first unit section and the second unit section. (shift) control device.
The method of claim 8,
A grasping unit is provided for grasping the stopping time by using the operation schedule information of the public transportation means obtained in advance,
The grasping unit grasps the transit point using the schedule information, or grasps the transit point by using the location information of the public transportation means obtained in real time.
In the control method performed by a control device that establishes a signal system of a traffic light so that a progress signal is displayed at the time of passage of public transportation in consideration of the stopping time of a stop,
A first step of first shifting the entire existing control cycle of a single traffic light disposed between a stop corresponding to a unit section and a section between stops with respect to a time axis;
When the entire control cycle of all traffic lights included in the first unit section is defined as a first group, and the entire control cycle of all traffic lights included in the second unit section is defined as the second group,
A second step of temporally second shifting the second group with respect to the first group;
Control method comprising a.

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