KR102365710B1 - System and method for controlling regular position stop of public transportation vehicles using optical laser beams - Google Patents

Abstract

The present invention relates to a system and method for controlling precision stop of a public transportation vehicle using an optical laser beam. According to the provided system and method for controlling precision stop of the public transportation vehicle, confirmation of a stop position and control of a stop of the vehicle is simply performed by using two optical laser beams, precision stop of the vehicle is possible without being affected by surrounding environment such as weather with a low cost compared to a preexisting precision stop method, and a position target of the vehicle is precisely displayed to a driver in advance to secure high accuracy and stability compared to the preexisting precision stop control method depending only on experience or skill of the driver. The system for controlling the precision stop comprises an optical unit, a collection unit, a calculation unit, and a control unit.

Description

{System and method for controlling regular position stop of public transportation vehicles using optical laser beams}

The present invention relates to a system and method for controlling an exact stop of a public transport vehicle using an optical laser beam, and more particularly, an optical laser beam so that it can be used for an exact stop of public transportation that requires an exact stop, such as a BRT, tram, etc. It relates to a system and method for controlling an on-location stop of a public transportation vehicle used.

Recently, as a new concept of public transportation that is different from general buses and subways, a new public transportation vehicle system is being built that links transportation technology with electric and electronic and IT information technology.

These new public transport vehicle systems include the BRT (Bus Rapid Transit) system and the Bimodal Tram, which install bus lanes on major arterial roads and operate buses by express. These new public transportation vehicles are more environmentally friendly than regular buses and can transport passengers in large quantities, and they are relatively inexpensive compared to subways, and the construction of infrastructure is simpler than that of subways. Since it has a more advantageous advantage in terms of usability, it is currently being operated on a trial basis in some areas or the operation is gradually expanding.

On the other hand, in the case of a new public transportation vehicle, when the vehicle stops at a platform for passengers to get on and off, the vehicle must stop at the correct position in the direction of travel so that the entrance door of the vehicle and the boarding and disembarking position of the platform coincide as much as possible. As related prior art, Patent Publication No. 10-2015-0098253 (Reference 1), Patent Publication No. 10-2018-0124397 (Reference 2), etc. have been proposed.

Reference 1 relates to a system for controlling an on-location stop using image processing and a method for controlling a stop on the spot, which are provided at regular intervals in the section where the train is stopped through an image information receiver provided at the front end of the train, and are unique for each location. After receiving the image information of the image tag including one image area, it is read and used to stop at the correct position, which stores the image tag information in advance and reads the image information after receiving it.

However, in the in-place stop control system and method of Reference 1, as image information is acquired based on a camera, the color is distorted by direct sunlight and reflected light reflected from the surrounding environment, and the ability to identify an object by illuminance change and disturbance light There is a problem that this remarkably deteriorates.

And, the reference 2 relates to a phased array optical laser beam-based in-situ stop induction device and method, based on the phased array optical laser beam to determine whether the vehicle is stopped in the correct position, and at the same time, the risk around the transportation means Elements (people, animals, obstacles) can be detected. After measuring the distance for each area of the detection target, the distance value for each area of the detection target is plotted as a point on the coordinates, and then the corresponding points are connected to generate line segment information. and generate accumulated information based on the corresponding line segment information.

By the way, the fixed-position stop guidance device and method of Reference 2 have a burden of installing a support part and a control unit for image calibration at each stop position, as well as a total of four optical laser beams, and if one or more of them fails, Phase calibration is difficult.

Therefore, there is a need for a simple stop position assistance system that utilizes a laser beam with high utility rather than a camera with many restrictions, but can be installed without burden regardless of multiple stopping positions.

Reference 1: Korean Patent Publication No. 10-2015-0098253 Reference 2: Korean Patent Publication No. 10-2018-0124397

Therefore, the present invention is to solve these problems, and the present invention utilizes an optical laser beam with high utility rather than a camera with many restrictions so that it can be used for stopping a public transportation vehicle that needs to stop in place, such as a BRT, tram, etc. An object of the present invention is to provide a system and method for controlling the on-location stop of a public transportation vehicle that can be installed without burden regardless of the stop position of the vehicle.

In particular, the present invention provides a system and method for controlling an exact stop position of a public transportation vehicle using an optical laser beam that can simply obtain stop position information using two optical laser beams attached to a vehicle and utilize it for an exact stop position. Its purpose is to provide

The present invention in order to solve this technical problem;

An optical unit comprising a driving beam module installed in the front of the vehicle and irradiating a driving beam to confirm a stop position according to the driving position of the vehicle, and an auxiliary beam module irradiating an auxiliary beam to display the expected stopping position of the vehicle in advance; ; a collecting unit for collecting basic data including the speed and acceleration of the vehicle; a calculation unit for calculating the expected longitudinal movement distance and longitudinal movement angle of the end of the auxiliary beam after a specific point in time by using the basic data collected by the optical unit and the collecting unit; and a control unit for controlling longitudinal and lateral rotation of the auxiliary beam module lens and increasing/decreasing driving speed of the vehicle using the vehicle basic data of the collection unit and the expected movement distance and longitudinal movement angle calculated by the calculation unit It provides an in-place stop control system of a public transportation vehicle using an optical laser beam, characterized in that.

In this case, a display unit on which the driving beam and auxiliary beam of the optical unit are irradiated is provided on the floor of the traveling path on which the vehicle travels by displaying an in-place stopping area and a nearby area, which is a stopping target of the vehicle.

In addition, the display unit is characterized in that the T-shaped driving guide display is further displayed around the stop target for the driving guide up to the stationary stop area, which is the stop target.

In addition, the basic data collected by the collection unit includes speed and acceleration information at a specific point in time detected through a speed sensor and an acceleration sensor already installed in the vehicle, and the angle at which the vehicle steering device moves or the wheel moves in the lateral direction at a specific point in time. It is characterized in that it includes.

In addition, the calculation unit calculates the expected travel distance by adding the driving distance, idle distance, and braking distance of the vehicle using the traveling speed and acceleration of the vehicle collected by the collecting unit, and uses the estimated travel distance to operate the auxiliary beam in the longitudinal direction It is characterized by calculating the longitudinal movement angle for control.

In addition, the control unit includes an optical beam control unit for controlling the optical unit, and a vehicle control unit for controlling a steering device and driving speed of the vehicle; The optical beam control unit rotates the lens of the auxiliary beam module in the longitudinal direction using the longitudinal movement angle calculated by the calculation unit, and the movement of the steering device or the wheel at a specific point in time of the vehicle collected by the collecting unit is moved in the lateral direction. Rotating the lens of the auxiliary beam module in the transverse direction using the shifted angle; The vehicle control unit is characterized in that the left and right steering control and speed control are performed to reduce the separation distance and the separation angle of the ends of the auxiliary beam and the traveling beam after matching the auxiliary beam ends within the stationary stopping area of the vehicle.

And, the vehicle is characterized in that the BRT or tram.

In addition, the present invention;

A first step of collecting basic data of the vehicle; Using the basic data to calculate the expected longitudinal movement distance and longitudinal movement angle of the driving beam for confirming the stopping position and the auxiliary beam irradiated to display the expected stopping position of the vehicle in advance by being irradiated from the front of the vehicle using the basic data step; and a third step of controlling longitudinal and lateral rotation of the auxiliary beam module lens and adjusting the driving speed of the vehicle by using the vehicle basic data, the expected movement distance, and the longitudinal movement angle. It also provides a method for controlling the exact stop of a public transportation vehicle using an optical laser beam.

In this case, the basic data includes speed and acceleration information at a specific point in time detected through a speed sensor and an acceleration sensor installed in the vehicle, and an angle at which the vehicle steering device moves or the wheel moves in the lateral direction at a specific point in time. do.

And, in the third step, the estimated movement distance is calculated by adding the running distance, the idle distance, and the braking distance of the vehicle using the speed and acceleration at a specific point in time of the vehicle during longitudinal rotation control of the auxiliary beam module lens, and the It is characterized in that the step of calculating the longitudinal movement angle for controlling the longitudinal operation of the auxiliary beam using the expected movement distance to control the rotation of the auxiliary beam lens of the auxiliary beam module in the longitudinal direction.

In addition, the third step is a step of controlling the rotation of the auxiliary beam lens of the auxiliary beam module in the transverse direction by collecting the movement of the steering device at a specific point in time of the vehicle or the angle at which the wheel moves in the transverse direction. .

And, the third step is a step of adjusting the left and right steering control and speed control of the vehicle to reduce the separation distance and the separation angle of the ends of the auxiliary beam and the traveling beam after matching the end of the auxiliary beam within the stationary stopping area of the vehicle characterized in that

According to the present invention, by using two optical laser beams, it is possible to simply check the stop position and utilize it for the exact stop position of the vehicle.

In particular, according to the present invention, it is possible to stop the vehicle on the spot without being significantly affected by the surrounding environment, such as weather, at a lower cost compared to the existing on-location stopping method. Higher accuracy and stability can be secured compared to the in-place stop control method that only relies on experience or skill.

1 is a block diagram of a system for controlling an on-location stop of a public transportation vehicle using an optical laser beam according to the present invention.
2 is a diagram illustrating an example of a display unit and an optical unit according to the present invention.
3 is a view for explaining an example of calculating the longitudinal rotation angle of the auxiliary beam according to the present invention.
4 is a longitudinal (up and down) control flowchart of an auxiliary beam lens according to the present invention.
5 is a flow chart for controlling the transverse direction (left and right) of the auxiliary beam lens according to the present invention.
6 is a flow chart of the on-location stop control of a new public transportation vehicle using an optical laser beam according to the present invention.
7 is a view for explaining an example and results of a tram stop position using a traveling beam according to the present invention.

Hereinafter, the system and method for controlling an on-location stop control of a public transportation vehicle using an optical laser beam according to the present invention will be understood with reference to the accompanying drawings according to the embodiment described in detail.

Prior to this, the terms or words used in the present specification and claims should not be construed as being limited to conventional or dictionary meanings, and the inventor should properly understand the concept of the term in order to best describe his invention. Based on the principle that it can be defined, it should be interpreted as meaning and concept consistent with the technical idea of the present invention.

Therefore, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiment of the present invention, and do not represent all of the technical spirit of the present invention, so at the time of the present application, they can be replaced It should be understood that various equivalents and modifications may exist.

Referring to FIG. 1, the system for controlling the on-location stop of a public transportation vehicle using an optical laser beam according to the present invention is a public transportation vehicle (hereinafter, referred to as a 'vehicle') such as a Bus Rapid Transit (BRT) and a tram. .) can be used to simply check the stop position by using the two optical laser beams attached to the .

The exact stop control system of a public transportation vehicle using the optical laser beam of the present invention includes a display unit 100 , an optical unit 200 , a collection unit 300 , a calculation unit 400 , and a control unit 500 . do.

At this time, the display unit 100 , the optical unit 200 , and the collection unit 300 have a main purpose to collect basic data for confirming the stop position of the vehicle 1 , and the calculation unit 400 is performed in real time. The data is analyzed, and the control unit 500 includes an optical beam control unit 510 that controls the optical unit 200 again based on the result analyzed by the calculation unit 400, and a vehicle steering apparatus and driving speed control for the purpose of It is composed of a vehicle control unit (520).

Hereinafter, the configuration of each part of the present invention will be described in detail.

As shown in FIG. 2 , the display unit 100 includes an exact stop area (X) and a nearby area, which is a stop target, on the floor of a traveling path on which a vehicle 1 such as a Bus Rapid Transit (BRT), a tram, etc. travels. It may be made of various materials such as a sticker marked with (Y), paint, and the like.

The display unit 100 may add a straight driving guide mark (Z) for the driving guide of the left and right transverse sections as well as the longitudinal length to the stationary stop area (X), which is the stopping target.

In this case, the driving guide mark Z may be displayed in a T-shape centered on the vehicle stop target X as shown.

In addition, the optical unit 200 is two optical laser beam devices installed in the front part of the vehicle 1 , a traveling beam module 210 irradiating a traveling beam 212 and an auxiliary beam module irradiating an auxiliary beam 222 . (220).

In this case, the driving beam 212 serves to confirm the stopping position according to the driving position of the vehicle 1 , and the auxiliary beam 222 is the expected stopping position of the vehicle 1 after a predetermined time (eg, 3 seconds). It plays a role of providing information related to stopping to the driver (or a computer in the case of autonomous driving) by displaying the information in advance.

The traveling beam module 210 and the auxiliary beam module 220 include a traveling beam lens and an auxiliary beam lens, respectively. In addition, the auxiliary beam module 220 includes a rotation controller for rotating the auxiliary beam lens in the longitudinal direction (up and down) and the transverse direction (left and right), whereby the auxiliary beam is controlled by the optical beam control unit 510 of the control unit 500 . The lens can be rotated longitudinally (up and down) and transversely (left and right).

In addition, the collection unit 300 collects speed and acceleration information at a specific point in time through a speed sensor or an acceleration sensor pre-installed in the vehicle 1, and at a specific point in time t, the movement or wheels of the steering device of the vehicle 1 The lateral movement angle ('θ' in Fig. 2) is also collected.

In this case, the control of the steering system of the vehicle 1 may be performed directly by the driver or may be automatically performed by the vehicle controller 520 .

On the other hand, the calculation unit 400 is the end of the auxiliary beam 222 (in FIG. 2) after a specific time (for example, t seconds) through the basic data collected by the optical unit 200 and the collection unit 300. Calculate the expected movement distance (S _t ) of the point B) in the longitudinal direction as in Equation 1 below (unit: m).

(식 1)

(Equation 1)

Here, v is the current speed of the vehicle, a is the current acceleration of the vehicle, and μ is the friction coefficient between the road surface and the wheel.

Based on the expected movement distance (S _t ) calculated in Equation 1 above, the longitudinal movement angle (θ _t - θ ₀ in FIG. 3 ) for controlling the longitudinal operation of the auxiliary beam 222 is as in the following Equation 2 Calculate.

(식 2)

(Equation 2)

In addition, the control unit 500 repeatedly controls the optical beam and vehicle until the vehicle is stopped at a very short time interval (eg, every 0.5 seconds) after the vehicle 1 enters the stop request area (stop or charging station, etc.) carry out

At this time, the optical beam control unit 510 of the control unit 500 controls the rotation controller of the auxiliary beam module based on the longitudinal movement angle (θ _t - θ ₀ ) calculated by the calculation unit 400 to select the auxiliary beam lens. rotate in the longitudinal direction.

Hereinafter, the optical beam and vehicle control process will be described in detail.

First, a longitudinal control process of the auxiliary beam lens will be described with reference to FIG. 4 .

First, the collection unit 300 collects the velocity V _t and the acceleration a _t at a specific time of the vehicle 1 ( S10 ).

Then, the calculation unit 400 substitutes the velocity V _t and the acceleration a _t collected by the collection unit 300 into Equation 1 above, and the estimated travel distance S _t is the sum of the vehicle travel distance, idle distance, and braking distance. ) is calculated. (S11)

Next, by substituting the expected movement distance (S _t ) in Equation 2 in the calculation unit 400, the longitudinal movement angle for controlling the longitudinal operation of the auxiliary beam 222 (θ _t - θ ₀ in FIG. 3 ) is calculated. (S12)

Thereafter, the optical beam control unit 510 of the control unit 500 controls the rotation controller of the auxiliary beam module using the longitudinal movement angle (θ _t - θ ₀ ) calculated by the calculation unit 400 to move the auxiliary beam lens in the longitudinal direction. (S13)

Next, a lateral control process of the auxiliary beam lens will be described with reference to FIG. 5 .

First, the collection unit 300 collects the angle θ at which the steering device moves or the wheel moves in the lateral direction at a specific point in time of the vehicle 1 (S20).

In addition, the optical beam control unit 510 of the control unit 500 uses the movement of the steering device at a specific point in time of the vehicle 1 collected by the collection unit 300 or the angle θ at which the wheel moves in the lateral direction. The lens is rotated in the lateral direction by controlling the rotation controller of the auxiliary beam module. (S21)

On the other hand, the vehicle control unit 520 of the control unit 500 first matches the point B, which is the end of the auxiliary beam 222, in the in-place stopping area X confirmed in FIG. 2, and then the point A and the point B are spaced apart. The left and right steering control and speed control are implemented to reduce the distance and separation angle (that is, to make θ and S _t '0'). In this case, if it is not autonomous driving, the driver may visually perform it, and a detailed control process will be described with reference to FIG. 6 .

First, the position of the point B, which is the end of the auxiliary beam 222, is checked. (S30)

By checking the position of the point B, which is the end of the auxiliary beam 222, it is confirmed whether the movement of the steering device or the lateral movement of the wheel at a specific point in time of the vehicle 1 is '0'. .(S31)

If the angle θ at which the steering device moves or the wheel moves in the lateral direction in step S31 is not '0', left and right steering control is performed (S32).

At this time, if the movement of the steering device or the angle θ at which the wheel moves in the lateral direction is a positive value (θ > 0), the steering device is controlled by the '-θ' value, and if it is not a positive value, the steering device is controlled by the 'θ' value. control. (S32)

Then, the lens of the auxiliary beam module is controlled to rotate in the lateral direction. (S33) After this step (S33), the process branches to the step (S31).

On the other hand, if the angle θ at which the steering device is moved or the wheel is moved in the lateral direction in step S31 is '0', the position of the point B, which is the end of the auxiliary beam 222, is the stop target. It is checked whether it exists in the area (X). (S34)

In the step S34, if the position of the point B does not exist in the fixed-position stopping area X, which is the stopping target, the driving speed of the vehicle 1 is controlled (S35).

At this time, if the expected movement distance (S _t ) in the longitudinal direction of point B is a positive value (S _t > 0), the driving speed of the vehicle is accelerated (v > 0), and if not a positive value, the driving of the vehicle (1) Control the speed by deceleration (v < 0). Then, the lens of the auxiliary beam module is rotated in the longitudinal direction. (S36) After this step (S36), it branches to the step (S31).

And, if the position of the point B, which is the end of the auxiliary beam 222, exists in the fixed-position stopping area X, which is the stopping target, in the step S34, the position of the point A, which is the end of the traveling beam 212, is determined. It is checked (S37), and it is checked whether this point A exists in the exact stop area (X), which is the stop target (S38).

In the step S34, if the position of the point B, which is the end of the auxiliary beam 222, does not exist in the fixed-position stopping area X, which is the stopping target, the driving speed of the vehicle 1 is accelerated (v > 0) control (S39) and branching to the step (S36) of controlling the rotation of the lens of the auxiliary beam module 220 in the longitudinal direction.

And, when the position of the point B, which is the end of the auxiliary beam 222, exists in the fixed-position stopping area X, which is the stopping target, in the step S34, the vehicle 1 is stopped (stopped). (S40)

Vehicles that require the above exact stop include buses (BRT or Super BRT) running on dedicated sections and trains running on track sections (including general trains, light railroads such as heavy and trams). In addition, the exact stop control of the vehicle may be applied to a regular vehicle stop when necessary.

In addition, the present invention can be utilized for stopping assistance at various stopping-required positions, such as a station on a traveling path on which the traveling path vehicle 1 travels, as well as a charging station other than other stops.

In addition, the same data can be extracted by changing the attachment position of the auxiliary beam module 220 of the present invention, or only a part of the presented collected data is extracted and evaluated in the same way, or the stop position can be analyzed/displayed in a similar way by integrating and closing some components. there is. In particular, the calculation method may be partially changed in the calculation unit 400, the optical beam and the entire vehicle stop control order may be changed in the control unit 500, and the display unit 100 may display stops using various materials and shapes, When it is difficult to check the stop sign on a dark night, cloudy day, or covered with snow, the design can be changed so that the floor lighting system can be utilized.

Accordingly, the configuration of each part of the present invention can be variously modified. Of course, it is obvious that such a degree of design change also falls within the scope of the present invention.

On the other hand, Figure 7 is a view for explaining an example and results of the tram stop position using the traveling beam according to the present invention. According to this, it is possible to stop the vehicle 1 at a lower cost than the existing exact stop method without being greatly affected by the surrounding environment such as weather. It can be confirmed through actual field experiments that it shows high stability rather than relying solely on experience or skills.

Summing up the method of controlling the on-location stop of a public transportation vehicle using the optical laser beam described above,

In the first step of collecting basic data of the vehicle 1, and using the basic data, the driving beam 212 is irradiated from the front of the vehicle to confirm the stopping position, and the auxiliary beam irradiated to display the expected stopping position of the vehicle in advance ( 222) The second step of calculating the expected longitudinal movement distance and longitudinal movement angle of the tip and longitudinal and lateral rotation of the auxiliary beam module lens using the vehicle basic data and the expected movement distance and longitudinal movement angle and a third step of controlling and adjusting the driving speed of the vehicle.

In this case, the basic data includes speed and acceleration information at a specific point in time detected through a speed sensor and an acceleration sensor installed in the vehicle, and an angle at which the vehicle steering apparatus moves or the wheel moves in the lateral direction at the specific point in time.

And, in the third step, the estimated movement distance is calculated by adding the running distance, the idle distance, and the braking distance of the vehicle using the speed and acceleration at a specific point in time of the vehicle during longitudinal rotation control of the auxiliary beam module lens, and the This is a step of controlling the rotation of the auxiliary beam lens of the auxiliary beam module 220 in the longitudinal direction by calculating the longitudinal movement angle for controlling the longitudinal operation of the auxiliary beam 222 using the expected movement distance.

In addition, the third step is a step of controlling the rotation of the auxiliary beam lens of the auxiliary beam module 220 in the horizontal direction by collecting the movement of the steering device or the angle at which the wheel moves in the lateral direction at a specific point in time of the vehicle.

And, in the third step, after matching the ends of the auxiliary beam 222 within the in-place stopping area of the vehicle, the distance and the separation angle of the ends of the auxiliary beam 222 and the traveling beam 212 are reduced. This is the stage of left and right steering control and speed control.

The above description is merely illustrative of the technical idea of the present invention, and various modifications and variations are possible without departing from the essential characteristics of the present invention by those skilled in the art to which the present invention pertains. The scope of protection should be interpreted by the following claims, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

1: vehicle 100: display unit
200: optical unit 210: traveling beam module
212: traveling beam 220: auxiliary beam module
222: auxiliary beam 300: collection unit
400: calculation unit 500: control unit
510: optical beam controller 520: vehicle controller

Claims (12)

An optical unit consisting of a driving beam module installed in the front of the vehicle and irradiating a driving beam to confirm the stopping position according to the driving position of the vehicle, and an auxiliary beam module irradiating an auxiliary beam to display the expected stopping position of the vehicle in advance; ;
a collecting unit for collecting basic data including the speed and acceleration of the vehicle;
a calculation unit for calculating the expected longitudinal movement distance and longitudinal movement angle of the end of the auxiliary beam after a specific point in time by using the basic data collected by the optical unit and the collecting unit; and
Using the vehicle basic data of the collection unit and the expected movement distance and the longitudinal movement angle calculated by the calculation unit, a control unit for controlling longitudinal and lateral rotation of the auxiliary beam module lens and adjusting or lowering the driving speed of the vehicle An exact stop control system for public transportation vehicles using an optical laser beam, characterized in that.
The method of claim 1,
Public transportation using an optical laser beam, characterized in that a display unit for irradiating the driving beam and auxiliary beam of the optical unit is provided on the floor of the driving path on which the vehicle travels, the stationary stopping area and the nearby area, which are the vehicle's stopping target, are displayed. The vehicle's in-place stop control system.
3. The method of claim 2,
In the display unit, a T-shaped driving guide display is further displayed centered on the stop target for driving guidance up to the exact stop area, which is the stop target. system.
The method of claim 1,
The basic data collected by the collecting unit includes speed and acceleration information at a specific point in time detected through a speed sensor and an acceleration sensor pre-installed in the vehicle, and the movement of the vehicle steering device or the angle at which the wheel moves in the lateral direction at a specific point in time. An exact stop control system for public transportation vehicles using an optical laser beam, characterized in that
The method of claim 1,
The calculation unit calculates an estimated travel distance that is the sum of the vehicle travel distance, idle distance, and braking distance using the vehicle travel speed and acceleration collected by the collection unit, and controls the longitudinal operation of the auxiliary beam using the estimated travel distance. An exact stop control system of a public transportation vehicle using an optical laser beam, characterized in that it calculates the longitudinal movement angle for
The method of claim 1,
The control unit includes an optical beam control unit for controlling the optical unit, and a vehicle control unit for controlling a steering device and driving speed of the vehicle,
The optical beam control unit rotates the lens of the auxiliary beam module in the longitudinal direction using the longitudinal movement angle calculated by the calculation unit, and the movement of the steering device or the wheel at a specific point in time of the vehicle collected by the collecting unit is moved in the lateral direction. Rotating the lens of the auxiliary beam module in the transverse direction using the shifted angle;
Optical laser, characterized in that the vehicle control unit performs left and right steering control and speed control so as to reduce the separation distance and separation angle of the ends of the auxiliary beam and the traveling beam after the end of the auxiliary beam is matched within the stationary stopping area of the vehicle An exact stop control system for public transportation vehicles using beams.
The method of claim 1,
The vehicle is a BRT or a tram, the on-location stop control system of a public transportation vehicle using an optical laser beam, characterized in that.
A first step of collecting basic data of the vehicle;
Using the basic data to calculate the expected longitudinal movement distance and longitudinal movement angle of the driving beam for confirming the stopping position and the auxiliary beam irradiated to display the expected stopping position of the vehicle in advance by being irradiated from the front of the vehicle using the basic data step; and
A third step of controlling the longitudinal and lateral rotation of the auxiliary beam module lens and adjusting the driving speed of the vehicle by using the vehicle basic data, the expected movement distance, and the longitudinal movement angle; A method of controlling the exact stop of a public transportation vehicle using an optical laser beam.
9. The method of claim 8,
The basic data includes speed and acceleration information at a specific point in time detected through a speed sensor and an acceleration sensor installed in the vehicle, and an angle at which the vehicle steering device moves or the wheel moves in the lateral direction at a specific point in time. Optical A method of controlling the exact stop of a public transportation vehicle using a laser beam.
9. The method of claim 8,
In the third step, the estimated movement distance is calculated by adding up the vehicle travel distance, the idle distance and the braking distance using the speed and acceleration at a specific point in time of the vehicle during longitudinal rotation control of the auxiliary beam module lens, and the expected movement The step of controlling the rotation of the auxiliary beam lens of the auxiliary beam module in the longitudinal direction by calculating the longitudinal movement angle for longitudinal operation control of the auxiliary beam using the distance. Exact stop control method.
9. The method of claim 8,
The third step is a step of controlling the rotation of the auxiliary beam lens of the auxiliary beam module in the transverse direction by collecting the movement of the steering device or the angle at which the wheel moves in the transverse direction at a specific point in time of the vehicle. A method of controlling the exact stop of a public transportation vehicle using a beam.
9. The method of claim 8,
The third step is a step of controlling the left and right steering control and speed of the vehicle to reduce the separation distance and the separation angle between the ends of the auxiliary beam and the traveling beam after matching the end of the auxiliary beam within the stationary stopping area of the vehicle A method of controlling the on-location stopping of a public transportation vehicle using an optical laser beam.

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