KR20240052151A - Lane violation determination system using acoustic data - Google Patents

Abstract

The present invention relates to a system for automatically determining lane violations on a road, and more specifically, to a system for determining lane violations using acoustic data generated between tires and grooves of a vehicle. For this purpose, a first groove formed on one side along a lane where lane changes are prohibited; a second groove formed on the other side along the lane and having a shape different from the first groove; A collection unit that acquires time-domain acoustic data generated when the vehicle passes through the first grooving and the second grooving; A conversion unit that converts time domain sound data into frequency domain sound data and calculates a resonance frequency from the frequency domain sound data; a judgment unit that determines whether the vehicle has violated the lane based on the resonance frequency due to the first grooving and the resonance frequency due to the second grooving; and a notification unit for notifying the outside of the judgment result when the determination unit determines that the lane violation is a lane violation. A lane violation determination device using acoustic data is provided.

Description

Lane violation determination system using acoustic data}

The present invention relates to a system for automatically determining lane violations on a road, and more specifically, to a system for determining lane violations using acoustic data generated between tires and grooves of a vehicle.

Figure 1 is a plan view showing an example of grooving installed on a conventional road. As shown in FIG. 1, the road 10 may be a city road, an automobile road, a national road, a highway, a ramp, an overpass, a road over a bridge, a tunnel, etc. On this road 10, various lanes 20 are painted to guide vehicles changing lanes. Examples of lanes include solid lanes (20) that prohibit lane changes, dotted lanes and center lines that allow lane changes, and double lanes (50) made up of solid and dotted lines that allow lane changes in only one direction.

However, illegal lane changes on solid or double lanes are subject to crackdown under the Road Traffic Act. However, there is a lack of devices or methods to effectively control this, so it relies on on-site crackdowns by the police or reports from Town Electronics.

Meanwhile, in some cases, grooves are dug on the road 10 to form grooving (irregularities), which is intended to generate noise between the tire and the grooving. Such grooving is divided into longitudinal grooving formed along the traveling direction of the lane and transverse grooving formed perpendicular to the traveling direction of the lane, and each has regular width, length, and spacing. The vibration and noise generated from such grooving act as a warning about lane departure and raise the driver's alertness.

However, there was a limitation that it was difficult to accurately enforce enforcement in complex situations such as double lanes.

1. Republic of Korea Patent Registration No. 10-1885065 (Method, device, and computer program for estimating the speed of a vehicle passing on a road with lateral grooves using acoustic analysis), 2. Republic of Korea Patent Registration No. 10-2344795 (lane grooving structure and construction method), 3. Republic of Korea Patent Registration No. 10-2402272 (AI object detection-based vehicle cutting and speed violation complex unmanned enforcement system), 4. Republic of Korea Patent Registration No. 10-0973929 (Road sound generation device and construction method).

Therefore, the present invention was created to solve the above problems, and the problem to be solved by the present invention is to construct asymmetrical double grooving for the lane change prohibited lane and to use sound data generated therefrom based on the construction. The goal is to provide a lane violation determination system that uses acoustic data to determine whether a lane violation exists.

However, the technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly apparent to those skilled in the art from the description below. It will be understandable.

In order to achieve the above technical task, a first groove formed on one side along a lane where lane changes are prohibited; a second groove formed on the other side along the lane and having a shape different from the first groove; A collection unit that acquires time-domain acoustic data generated when the vehicle passes through the first grooving and the second grooving; A conversion unit that converts time domain sound data into frequency domain sound data and calculates a resonance frequency from the frequency domain sound data; a judgment unit that determines whether the vehicle has violated the lane based on the resonance frequency due to the first grooving and the resonance frequency due to the second grooving; and a notification unit for notifying the outside of the judgment result when the determination unit determines that it is a lane violation. A lane violation determination device using acoustic data is provided.

Additionally, the lane in which lane changes are prohibited may be a dual lane that prohibits lane changes from the first lane to the adjacent second lane and allows lane changes from the second lane to the first lane.

Additionally, the lane in which lane changes are prohibited may be a solid line lane that prohibits lane changes between adjacent first and second lanes.

Additionally, at least one of the first grooving and the second grooving is a transverse groove formed along the lane direction.

Additionally, the determination unit determines whether the vehicle has violated the lane by comparing the time length of the resonance frequency due to the first grooving and the time length of the resonance frequency due to the second grooving.

Additionally, the judgment unit determines that the lane has been violated when the time length of the resonance frequency due to the second grooving is longer than the time length of the resonance frequency due to the first grooving.

Additionally, the second grooving is different from the first grooving in at least one of the width, length, and spacing between grooves.

The object of the present invention as described above is another category. In the determination method using the above-described lane violation determination device, when a vehicle passes a lane in which lane change is prohibited, the collection unit performs the first grooving and the second grooving. Obtaining time-domain sound data generated when passing (S200); A conversion unit converts time domain sound data into frequency domain sound data (S300) and calculating a resonance frequency from the frequency domain sound data (S400); A step in which the determination unit determines whether the vehicle has violated the lane based on the resonance frequency due to the first grooving and the resonance frequency due to the second grooving (S500); And if the determination unit determines that it is a lane violation, a step (S600) of the notification unit reporting the determination result to the outside. This can also be achieved by a lane violation determination method using acoustic data.

In addition, the determination step (S500) includes the determination unit determining whether the calculated resonance frequencies are two or more for the dual lane (S510); If the calculated resonance frequency is 1, determining that the course change has not been violated (S580); If the calculated resonance frequencies are two or more, sorting the resonance frequencies in time order (S520); Selecting the first and final occurrence frequencies from the aligned resonance frequencies (S530); Calculating the time length of the first and last occurrence frequencies, respectively (S540, S550); Comparing the time length of the final frequency (Δt2) and the time length of the first frequency (Δt1) (S560); And if the time length (Δt2) of the final occurring frequency is longer than the time length (Δt1) of the first occurring frequency, it is judged as a course change violation (S570), and in other cases, it includes a step of determining a course change non-violation (S580). .

Optionally, the determination step (S500) includes a step (S510) in which the determination unit determines whether the calculated resonance frequencies are two or more for the solid line lane; If the calculated resonance frequency is 1, determining that the course change has not been violated (S580); If the calculated resonance frequencies are two or more, sorting the resonance frequencies in time order (S520); Selecting the first and final occurrence frequencies from the aligned resonance frequencies (S530); Calculating the time length of the first and last occurrence frequencies, respectively (S540, S550); Comparing the time length of the final frequency (Δt2) and the time length of the first frequency (Δt1) (S560); And if the time length of the final occurrence frequency (Δt2) and the time length of the first occurrence frequency (Δt1) are different, it is determined as a course change violation (S570), and if they are the same, it includes a step of determining a course change non-violation (S580).

Additionally, the informing step (S600) includes at least one of informing an external enforcement agency and informing a display device around the lane.

According to one embodiment of the present invention, it is possible to efficiently crack down on vehicles that violate the lane change prohibited lane. This has the effect of reducing enforcement costs and preventing traffic accidents.

In addition, by using sound data as a criterion for enforcement, the amount of data is small compared to using camera images, so processing speed is fast and errors in misjudgment can be greatly reduced. Therefore, the objectivity of crackdown is high.

However, the effects that can be obtained from the present invention are not limited to the effects mentioned above, and other effects not mentioned above will be clearly understood by those skilled in the art from the description below. You will be able to.

The following drawings attached to this specification illustrate preferred embodiments of the present invention, and serve to further understand the technical idea of the present invention together with the detailed description of the invention described later. Therefore, the present invention includes the matters described in such drawings. It should not be interpreted as limited to only .
1 is a plan view showing an example of grooving installed on a conventional road;
Figure 2 is a schematic block diagram of a lane violation determination system using acoustic data according to the present invention;
Figure 3 is an enlarged view of part A of Figure 2;
Figure 4 is a state diagram showing a case where a vehicle changes course while violating the road on the road according to the present invention;
Figure 5 is a conceptual diagram of converting time-domain sound data generated from grooving according to the present invention into frequency-domain sound data;
Figure 6a is a comparison example of the time length when the vehicle 60 changes lanes by crossing the solid line among the double lanes 130,
Figure 6b is a comparison example of the time length when the vehicle 60 does not change lanes,
Figure 6c is a comparison example of the time length when the vehicle 60 changes lanes by crossing the dotted line among the double lanes 130,
7A is a schematic flowchart of a lane violation determination method using acoustic data according to an embodiment of the present invention;
Figure 7b is a detailed flowchart of the step (S500) of determining whether there is a violation in Figure 7a.

Below, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily implement the present invention. However, since the description of the present invention is only an example for structural or functional explanation, the scope of the present invention should not be construed as limited by the examples described in the text. In other words, since the embodiment can be modified in various ways and can have various forms, the scope of rights of the present invention should be understood to include equivalents that can realize the technical idea. In addition, the purpose or effect presented in the present invention does not mean that a specific embodiment must include all or only such effects, so the scope of the present invention should not be understood as limited thereby.

The meaning of terms described in the present invention should be understood as follows.

Terms such as “first” and “second” are used to distinguish one component from another component, and the scope of rights should not be limited by these terms. For example, a first component may be named a second component, and similarly, the second component may also be named a first component. When a component is referred to as being “connected” to another component, it should be understood that it may be directly connected to the other component, but that other components may also exist in between. On the other hand, when a component is referred to as being “directly connected” to another component, it should be understood that there are no other components in between. Meanwhile, other expressions that describe the relationship between components, such as "between" and "immediately between" or "neighboring" and "directly neighboring" should be interpreted similarly.

Singular expressions should be understood to include plural expressions, unless the context clearly indicates otherwise, and terms such as “comprise” or “have” refer to the specified features, numbers, steps, operations, components, parts, or them. It is intended to specify the existence of a combination, and should be understood as not excluding in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

All terms used herein, unless otherwise defined, have the same meaning as commonly understood by a person of ordinary skill in the field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as consistent with the meaning they have in the context of the related technology, and cannot be interpreted as having an ideal or excessively formal meaning unless clearly defined in the present invention.

Configuration of the Example

Hereinafter, the configuration of the preferred embodiment will be described in detail with reference to the attached drawings. Figure 2 is a schematic block diagram of a lane violation determination system using acoustic data according to the present invention. As shown in FIG. 2, there is a solid line 110, a dotted line 120, and a double line 130 on the road 100. Double grooving is constructed on the double lane 150.

The collection unit 210 may be a microphone installed near the road 100 toward the road 100 . The collection unit 210 may be buried in the lower part of the road 100, and collects noise generated between tires and grooving into time-domain sound data (e.g., MP3, WAVE format).

The conversion unit 220 is connected to the collection unit 210 and may be an FFT (Fast Fourier transformer) that converts time domain sound data into frequency domain sound data.

The determination unit 230 is connected to the conversion unit 220 and the control unit 200, and compares the time length of the first frequency and the final frequency to determine whether there is a violation of the course change. The determination unit 230 may be a CPU on a computer and an application program running on it.

The notification unit 240 is connected to the determination unit 230 and the control unit 200, and when it is determined that there is a violation of route change, it sends violation data (e.g. location, time, license plate photo taken by the camera, vehicle number, etc.) to an external device. send to To this end, the notification unit 240 includes a wired or wireless communication module, and the external device may be a road electronic signboard, a server device of the central control room, or a traffic enforcement server device of the National Police Agency. Optionally, the notification unit 240 further includes a speaker or buzzer that outputs a warning sound.

The control unit 200 may be a computer or program that executes and controls the enforcement system. In particular, the control unit 200 can generate violation data through a separate camera (not shown) and a license plate recognition program.

Figure 3 is an enlarged view of portion A of Figure 2. As shown in FIG. 3, a double lane 130 is drawn between the first lane 160 and the second lane 170. Accordingly, a lane change from the first lane 160 to the second lane 170 is prohibited, and a lane change from the second lane 170 to the first lane 160 is permitted. The first grooving 152 is a transverse grooving constructed on one side of the solid line of the double lane 130. The first grooving 152 has a predetermined width, length, and spacing.

The second grooving 154 is a transverse grooving constructed on one side of the dotted line of the double lane 130. The second grooving 154 is different from the first grooving 152 in at least one of width, length, and spacing. For example, the second grooves 154 may be longer or spaced further apart than the first grooves 152 . It is sufficient that the second grooving 154 is different enough to generate sound data of a different frequency compared to the first grooving 152.

Operation of the Embodiment

Hereinafter, the operation of the preferred embodiment will be described in detail with reference to the attached drawings. First, Figure 4 is a state diagram showing an example of a vehicle changing course while violating the direction on a road according to the present invention. In FIG. 4 , the vehicle 60 changes from the first lane 160 to the second lane 170 while violating the dual lane 130. Next, the vehicle 60 changes from the second lane 170 back to the first lane 150, and the lane change at this time is not a violation.

FIG. 7A is a schematic flowchart of a method for determining a lane violation using acoustic data according to an embodiment of the present invention, and FIG. 7B is a detailed flowchart of the step (S500) of determining whether there is a violation in FIG. 7A. As shown in FIGS. 7A and 7B, first, when the vehicle 60 violates the double lane 130, the collection unit 210 passes through the first grooving 152 and the second grooving 154. Obtain time-domain sound data generated when performing the process (S200).

Next, the conversion unit 220 converts the time domain sound data into frequency domain sound data (S300). Figure 5 is a conceptual diagram of converting time domain sound data generated from grooving according to the present invention into frequency domain sound data. Other noise frequencies are removed from the frequency domain acoustic data and the resonance frequency is calculated (S400). Resonant frequency is a specific frequency band generated by friction between the tire and the grooving.

Next, the determination unit 230 determines whether the vehicle has violated the lane based on the resonance frequency caused by the first grooving 152 and the resonance frequency caused by the second grooving 154 (S500).

More specifically, as shown in FIG. 7B, the determination unit 230 first determines whether the calculated resonance frequencies for the double lane 130 are two or more (S510). If the calculated resonance frequency is 1, it is judged as a non-violation of course change (S580). This may be a case where only one lane of the dual lane 130 is slightly stepped on.

If the calculated resonance frequencies are two or more, the determination unit 230 sorts the resonance frequencies in time order (S520). Then, the first and final occurrence frequencies are selected from among the aligned resonance frequencies (S530). The first occurrence frequency corresponds to the frequency when stepping on the solid line of the double lane 130, and the final occurrence frequency corresponds to the frequency when stepping on the dotted line among the double lane 130.

Next, the determination unit 230 calculates the time lengths of the first and last occurrence frequencies, respectively (S540 and S550). Then, the time length of the final frequency (Δt2) and the time length of the first frequency (Δt1) are compared (S560).

If the time length (Δt2) of the final occurring frequency is longer than the time length (Δt1) of the first occurring frequency, it is judged to be a course change violation (S570). Otherwise, it includes a step of determining a course change non-violation (S580). .

For example, FIG. 6A is a comparative example of the time length when the vehicle 60 changes lanes by crossing a solid line among the double lanes 130. As shown in FIG. 6A, the time length of the first generated frequency (Δt1) < the time length of the final generated frequency (Δt2). In this case, it is judged to be a course change violation (S570).

And, Figure 6b is a comparison example of the time length when the vehicle 60 does not change lanes. As shown in Figure 6b, the time length of the first generated frequency (Δt1) = the time length of the final generated frequency (Δt2). In this case, it is judged as a violation of course change (S580).

And, Figure 6c is a comparison example of the time length when the vehicle 60 changes lanes by crossing the dotted line among the double lanes 130. As shown in Figure 6c, the time length of the first generated frequency (Δt1) > the time length of the final generated frequency (Δt2). In this case, it is judged as a violation of course change (S580).

If the determination unit 230 determines that it is a lane violation, photography and license plate recognition are performed by a camera (not shown). Then, the notification unit 240 notifies the judgment result to the outside (S600). Specifically, it can be transmitted to an external enforcement agency through the network, and the fact of enforcement can be displayed on road electronic signs around the lane.

Optionally, if the lane is a solid line in the determination step (S500), the above-described steps S510 to S560 are performed in the same manner.

And, if the time length of the final occurrence frequency (Δt2) and the time length of the first occurrence frequency (Δt1) are different, it is judged as a course change violation (S570), and if they are the same, it is judged as a course change non-violation (S580).

Variation

Although the present invention is shown and explained focusing on sound data from a microphone, vibration data from a vibration sensor embedded in the road can be converted into time domain and frequency domain to determine whether there is a violation.

Additionally, a plurality of collection units of the present invention may be installed along the lane.

A detailed description of preferred embodiments of the invention disclosed above is provided to enable any person skilled in the art to make or practice the invention. Although the present invention has been described above with reference to preferred embodiments, those skilled in the art will understand that various modifications and changes can be made to the present invention without departing from the scope of the present invention. For example, a person skilled in the art may use each configuration described in the above-described embodiments by combining them with each other. Accordingly, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

The present invention may be embodied in other specific forms without departing from the spirit and essential features of the present invention. Accordingly, the above detailed description should not be construed as restrictive in all respects and should be considered illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention. The present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein. In addition, claims that do not have an explicit reference relationship in the patent claims can be combined to form an embodiment or included as a new claim through amendment after filing.

10: road,
20: lane,
30: transverse grooving,
40: longitudinal grooving,
50: double lane,
60: vehicle,
100: road,
110: solid line,
120: dotted line,
130: double lane,
150: double grooving,
152: first grooving,
154: second grooving,
160: 1st lane,
170: second lane,
200: control unit,
210: collection department,
220: conversion unit,
230: judgment department,
240: Notification unit,
Δt1: Time length of first occurring frequency,
Δt2: Time length of the final generated frequency.

Claims (11)

A first groove formed on one side along a lane where lane changes are prohibited;
a second groove formed on the other side along the lane and having a shape different from the first groove;
a collection unit that acquires time-domain sound data generated when a vehicle passes through the first grooving and the second grooving;
A conversion unit that converts the time domain sound data into frequency domain sound data and calculates a resonance frequency from the frequency domain sound data;
a determination unit that determines whether the vehicle has violated the lane based on the resonance frequency due to the first grooving and the resonance frequency due to the second grooving; and
A lane violation determination device using acoustic data, comprising a notification unit for notifying the outside of the judgment result when the determination unit determines that it is a lane violation. According to claim 1,
The lanes where lane change is prohibited are:
Prohibit lane changes from the first lane to the adjacent second lane,
A lane violation determination device using acoustic data, characterized in that it is a dual lane that allows lane change from the second lane to the first lane. According to claim 1,
Lane violation determination device using acoustic data, characterized in that the lane in which lane change is prohibited is a solid line lane that prohibits lane change between adjacent first and second lanes. According to claim 1,
Lane violation determination device using acoustic data, characterized in that at least one of the first grooving and the second grooving is a lateral grooving formed along the lane direction. According to claim 1,
The determination unit determines whether the vehicle has violated the lane by comparing the time length of the resonance frequency due to the first grooving and the time length of the resonance frequency due to the second grooving. Acoustic data, characterized in that Lane violation determination device used. According to claim 5,
The determination unit determines that the lane has been violated when the time length of the resonance frequency due to the second grooving is longer than the time length of the resonance frequency due to the first grooving. Lane violation determination device using acoustic data, characterized in that . According to claim 1,
Lane violation determination device using acoustic data, characterized in that the second grooving is different from the first grooving in at least one of the width, length, and spacing between grooves. In the judgment method using the lane violation judgment device according to any one of claims 1 to 7,
When a vehicle passes a lane in which lane change is prohibited, a step of acquiring time-domain sound data generated when the collection unit passes through the first grooving and the second grooving (S200);
A conversion unit converts the time domain sound data into frequency domain sound data (S300) and calculating a resonance frequency from the frequency domain sound data (S400);
A determination unit determining whether the vehicle has violated the lane based on the resonance frequency due to the first grooving and the resonance frequency due to the second grooving (S500); and
When the determination unit determines that it is a lane violation, a step (S600) of the notification unit informing the outside of the determination result. A lane violation determination method using acoustic data, comprising: According to claim 8,
In the determination step (S500), the determination unit determines that the dual lane is
Determining whether the calculated resonance frequencies are two or more (S510);
If the calculated resonance frequency is 1, determining that the course change is not violated (S580);
If the calculated resonance frequencies are two or more, sorting the resonance frequencies in chronological order (S520);
Selecting the first and final occurrence frequencies from the aligned resonance frequencies (S530);
Calculating time lengths of the first frequency and the final frequency (S540, S550);
Comparing the time length (Δt2) of the final occurring frequency and the time length (Δt1) of the first occurring frequency (S560); and
If the time length (Δt2) of the final occurring frequency is longer than the time length (Δt1) of the first occurring frequency, determining a course change violation (S570), and otherwise determining a course change non-violation (S580). Lane violation determination method using acoustic data, characterized in that: According to claim 8,
In the determination step (S500), the determination unit determines the solid line lane,
Determining whether the calculated resonance frequencies are two or more (S510);
If the calculated resonance frequency is 1, determining that the course change is not violated (S580);
If the calculated resonance frequencies are two or more, sorting the resonance frequencies in chronological order (S520);
Selecting the first and final occurrence frequencies from the aligned resonance frequencies (S530);
Calculating time lengths of the first frequency and the final frequency (S540, S550);
Comparing the time length (Δt2) of the final occurring frequency and the time length (Δt1) of the first occurring frequency (S560); and
If the time length (Δt2) of the final occurrence frequency and the time length (Δt1) of the first occurrence frequency are different, determining a course change violation (S570), and if they are the same, determining a course change non-violation (S580). Lane violation determination method using acoustic data. According to claim 8,
The informing step (S600) is
A lane violation determination method using acoustic data, comprising at least one of notifying an external enforcement agency and notifying a display device around the lane.

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