Tunnel Vehicle Flow Prediction-Based Automatic Communication Bandwidth Control System

Abstract

The present invention relates to a system for automatically controlling the transmission band of communication facilities within a tunnel based on vehicle flow prediction, wherein A shooting unit installed in a tunnel section to capture vehicle images; a vehicle flow analysis unit that calculates vehicle movement status information using image data acquired from the shooting unit; a risk section prediction unit that predicts sections where congestion or accidents may occur based on the vehicle flow analysis results of the vehicle flow analysis unit; a band adjustment unit that, according to the prediction results of the risk section prediction unit, prioritizes the allocation of a transmission band to communication paths corresponding to risk sections and adjusts the transmission band to be reduced to communication paths corresponding to non-risk sections; a transmission unit that transmits image data or sensor data to an external central control system according to the adjustment of the band adjustment unit; and a control unit that is respectively connected to the shooting unit, the vehicle flow analysis unit, the risk section prediction unit, the band adjustment unit, and the transmission unit to control the operation of the shooting unit, the vehicle flow analysis unit, the risk section prediction unit, the band adjustment unit, and the transmission unit. The above-mentioned band control unit is characterized by reducing communication delays caused by increased data traffic before and after abnormal traffic conditions within the tunnel by performing at least one of dynamic band redistribution control linked to changes in vehicle flow, stepwise band return control upon resolution of a dangerous section, and control of switching to a safe operation mode upon the occurrence of a communication anomaly.

Description

Technology Field

[0001] The present invention relates to an automatic communication transmission band control system based on vehicle flow prediction in a tunnel that reduces data transmission delay by preemptively redistributing communication resources to dangerous sections based on the results of vehicle flow analysis. Background Technology

[0002] Due to the recent increase in road traffic volume and the growing complexity of the vehicle operation environment, the importance of operating long tunnels and urban connecting tunnels has significantly increased. As tunnels are structurally isolated from the external environment, a delay in responding to an accident poses a high risk of leading to a major secondary accident.

[0003] Accordingly, numerous video surveillance devices, vehicle detection sensors, environmental sensors, and emergency communication facilities are installed inside the tunnel to monitor real-time traffic conditions, and data generated from these devices is transmitted to a central control system for comprehensive analysis. In particular, video data plays a key role in recognizing accident situations and determining emergency response, so it has the characteristic of requiring high-resolution and high-capacity data transmission.

[0004] Meanwhile, traffic conditions within a tunnel can change rapidly depending on the time of day, vehicle density, driving speed, and unexpected situations. When congestion occurs or signs of an accident appear, the importance and transmission demand of video and sensor data generated in specific sections increase rapidly in a short period of time, which can lead to a problem of temporary load concentration on the communication network.

[0005] In particular, since communication networks inside tunnels often utilize a fixed-band structure based on optical fibers, there is a limitation in that it is difficult to flexibly reallocate communication resources even when data traffic surges in specific sections. As a result, problems such as data transmission delays or quality degradation may occur in critical sections.

[0006] Existing communication network operation methods generally remain limited to fixedly allocating bandwidth by section or applying simple priority-based traffic management techniques. While these methods enable stable operation during normal times, it is difficult to rapidly concentrate communication resources in situations involving unexpected accidents or sudden traffic changes. Furthermore, simply adjusting bandwidth based on communication quality indicators is not directly linked to actual traffic risk, falling short of an optimal response for traffic safety. In other words, an organic linkage structure between traffic conditions and communication resource management is currently not being sufficiently implemented.

[0007] Furthermore, with the recent advancements in traffic data analysis and AI-based video analysis technologies, research is being conducted on techniques to analyze traffic flow patterns and detect anomalies early. However, these traffic analysis technologies primarily focus on accident detection or statistical prediction, and technologies that dynamically reconfigure transmission resources by directly linking analysis results to communication network operation strategies remain at a limited level. In particular, systematic operational models for preemptively securing communication resources in sections with rising traffic risk or gradually restoring resources after risk is resolved have not been sufficiently established.

[0008] Furthermore, in tunnel operating environments, there is a possibility of abnormal situations occurring, such as communication failures, equipment malfunctions, and optical line damage. Even in such cases, a stable bandwidth operation strategy is required to maintain minimum control functions; however, existing systems often rely on simple redundancy or securing fixed reserve bandwidth, which leads to low resource utilization efficiency. Particularly in environments where multiple tunnel sections are networked, the communication load in a specific section can affect the overall network quality; therefore, an operation strategy that comprehensively considers communication resources across sections is required.

[0009] Consequently, there is a need for new communication band control technology that links changes in traffic flow within tunnels with the operation of communication resources in real time and can actively respond to fluctuations in data traffic before and after hazardous traffic situations. In particular, there is a need for an intelligent communication operation structure that can preemptively concentrate communication resources in critical sections by reflecting changes in traffic conditions and efficiently reallocate resources when risks are resolved. Such technology can improve the reliability of tunnel safety management while providing a foundation for the efficient utilization of limited communication resources. Prior art literature

[0010] Republic of Korea Registered Patent No. 10-2816944 (June 9, 2025) Republic of Korea Registered Patent No. 10-1998963 (July 10, 2019) The problem to be solved

[0011] Accordingly, the present invention has been devised to solve the aforementioned problems, and the objective of the present invention is to provide an automatic control system for a communication transmission band based on vehicle flow prediction within a tunnel that can proactively respond to abnormal traffic situations by analyzing changes in traffic flow within the tunnel in real time and predicting sections where congestion or accidents are likely to occur.

[0012] Another objective of the present invention is to provide an automatic control system for communication transmission bands based on vehicle flow prediction within a tunnel, which minimizes transmission delays of key information and improves the stability of tunnel control operations by dynamically redistributing communication resources in conjunction with traffic risk levels, even when data traffic surges in specific sections.

[0013] However, the technical problems to be solved by the present invention are not limited to those mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art to which the present invention belongs from the description below. means of solving the problem

[0014] The present invention was created to improve upon the problems of the prior art described above, and comprises a system for automatically controlling the transmission band of communication facilities within a tunnel based on vehicle flow prediction, the system including: a shooting unit installed in a tunnel section to capture vehicle images; a vehicle flow analysis unit that calculates vehicle movement status information using image data acquired from the shooting unit; a risk section prediction unit that predicts sections where congestion may occur or sections where accidents may occur based on the vehicle flow analysis results of the vehicle flow analysis unit; a band adjustment unit that, according to the prediction results of the risk section prediction unit, prioritizes the allocation of a transmission band to communication paths corresponding to risk sections and adjusts the transmission band to be reduced to communication paths corresponding to non-risk sections; and a transmission unit that transmits image data or sensor data to an external central control system according to the adjustment of the band adjustment unit. The apparatus includes a control unit connected to the above-mentioned shooting unit, vehicle flow analysis unit, risk section prediction unit, band adjustment unit, and transmission unit, respectively, to control the operation of the above-mentioned shooting unit, vehicle flow analysis unit, risk section prediction unit, band adjustment unit, and transmission unit; wherein the band adjustment unit can reduce communication delay caused by increased data traffic before and after abnormal traffic conditions in the tunnel by performing at least one of dynamic band redistribution adjustment linked to changes in vehicle flow, stepwise band return control when a risk section is resolved, and safety operation mode switching control when a communication abnormality occurs.

[0015] In addition, in one embodiment, the vehicle flow analysis unit comprises: an object recognition unit that detects vehicle objects in image data input from the shooting unit; a movement tracking unit that tracks positional changes between consecutive frames of vehicle objects detected by the object recognition unit; a speed analysis unit that calculates vehicle speed and direction of travel based on the results of the movement tracking unit; a density calculation unit that calculates vehicle distribution and lane occupancy status within a tunnel section; and a traffic status determination unit that determines the degree of congestion or abnormal traffic conditions by synthesizing the speed analysis results and the density calculation results. The traffic status determination unit can minimize misjudgment caused by instantaneous fluctuations by reflecting the trend of change over a set time interval.

[0016] In addition, in one embodiment, the traffic state judgment unit comprises: a speed anomaly judgment unit that determines whether there is a speed anomaly based on the average vehicle speed and speed deviation calculated from the speed analysis unit; a congestion state judgment unit that determines whether congestion is formed based on the vehicle density level and lane occupancy ratio calculated from the density calculation unit; an anomaly sign analysis unit that determines the possibility of an accident by analyzing the duration of vehicle stoppage or the frequency of sudden deceleration during a set time interval; and a comprehensive risk judgment unit that classifies traffic risk levels by synthesizing the speed anomaly judgment result, the congestion state judgment result, and the anomaly sign analysis result; wherein the comprehensive risk judgment unit can minimize false detections due to temporary fluctuations by weightedly combining a plurality of judgment results.

[0017] In addition, in one embodiment, the risk section prediction unit comprises: a state information collection unit that collects traffic state information transmitted from the vehicle flow analysis unit; a history comparison analysis unit that compares the collected current traffic state information with previously stored past traffic history information; a time change analysis unit that analyzes the temporal trend of traffic changes by tunnel section; a spatial diffusion judgment unit that determines the continuous increase or diffusion trend of risk between adjacent sections; and a risk level calculation unit that determines whether a section is a risk section and the risk level by synthesizing the results of the history comparison analysis, the time change analysis, and the spatial diffusion judgment. The risk level calculation unit may determine a section as a risk section when the risk level rises above a set standard by linking multiple analysis results.

[0018] In addition, in one embodiment, the risk calculation unit calculates a risk index (Ri) by reflecting the vehicle average speed reduction rate (ΔV), vehicle density index (D), stop duration index (S), and adjacent section risk diffusion coefficient (E) together with weighting coefficients (W1, W2, W3, W4), and the risk index (Ri) can be calculated as follows using Formula 1.

[0019] - Formula 1

[0020] Here, the weighting coefficients (W1, W2, W3, W4) are configured to be adjustable according to traffic history data or operating environment conditions, and are characterized by being configured to determine a section as a risk section if the calculated risk index (Ri) is greater than or equal to a pre-set threshold value.

[0021] In addition, in one embodiment, the band adjustment unit comprises: a risk receiving unit that receives risk information calculated from the risk section prediction unit; a band status checking unit that checks the current usage band and remaining available band for each communication path; a priority determining unit that sets a priority for each section according to the risk level; a band redistribution calculation unit that calculates a transmission band allocation ratio based on the set priority and available band information; and a band application unit that adjusts the transmission band of each communication path according to the calculation result and gradually restores it to its original state when the risk section is resolved; wherein the band redistribution calculation unit can relatively expand the band of the communication path corresponding to the risk section and reduce the band of the non-risk section within the usage limit of the total communication resources.

[0022] In addition, in one embodiment, the band redistribution operation unit comprises: a priority input unit that receives priority information for each section transmitted from the priority determination unit; an available band collection unit that collects available band information for each communication path transmitted from the band status check unit; a target ratio calculation unit that calculates a target band allocation ratio for each section by reflecting the risk level and available band information for each section; and an adjustment amount calculation unit that calculates the amount of band required for adjustment by comparing the target band allocation ratio with the currently allocated band. The adjustment amount calculation unit can calculate the adjustment amount to relatively increase the band in the risk section and decrease the band in the non-risk section within a range that does not exceed the total usage limit of the entire communication resource.

[0023] In addition, in one embodiment, the target ratio calculation unit calculates the target band allocation ratio (Ti) for each tunnel section i by reflecting the risk index (Ri) of the section, the basic allocation ratio (Bi), the availability ratio (C) of the total communication resources, and weighting factors (α, β), wherein the target band allocation ratio (Ti) can be calculated according to the following Equation 2.

[0024] - Formula 2

[0025] Here,

[0026] Ri is the risk index of interval i,

[0027] Bi is the default band allocation ratio of interval i,

[0028] C is the ratio of total available communication resources,

[0029] α and β are the risk-reflecting weights and the default allocation-reflecting weights, and

[0030] n represents the total number of segments, and the target band allocation ratio (Ti) is characterized by being calculated in a normalized manner so as not to exceed the total usage limit of all communication resources.

[0031] In addition, in one embodiment, the adjustment amount calculation unit calculates the band adjustment amount (ΔBi) for each tunnel section i by reflecting the target band allocation ratio (Ti), current allocated band (Current_i), and adjustment buffer factor (γ) of the corresponding section, and the band adjustment amount (ΔBi) can be calculated according to the following Equation 3.

[0032] - Formula 3

[0033] Here,

[0034] Ti is the target band allocation ratio for interval i,

[0035] B_total is the total available communication bandwidth,

[0036] Current_i is the currently allocated band for interval i,

[0037] γ is an adjustment buffering factor greater than 0 and less than or equal to 1, representing a coefficient for mitigating abrupt band fluctuations, and

[0038] The above adjustment amount calculation unit is characterized by being configured to apply the calculated ΔBi within a range that does not exceed the total usage limit of the entire communication resource.

[0039] In addition, in one embodiment, the transmission unit can determine whether band redistribution is possible based on the available band status of the communication path and can mutually coordinate communication resources between multiple tunnel sections.

[0040] In addition, in one embodiment, the control unit may provide at least one of the vehicle flow information, risk information, band control history, and prediction accuracy comparison result to an external central control system to be used for setting communication operation standards for multiple sections, improving control policies, or correcting prediction accuracy.

[0041] In addition, in one embodiment, the control unit evaluates at least one of the degree of communication delay, the degree of data loss, or reception quality information, adaptively adjusts the band control criteria according to the evaluation result, and can maintain a preset safe band operation state when a communication failure or equipment abnormality occurs. Effects of the invention

[0042] According to one embodiment of the present invention, communication bands can be preferentially allocated to dangerous sections based on traffic flow prediction results, thereby reducing delays in the transmission of video and sensor data before and after an accident, and consequently enabling rapid and accurate central control response.

[0043] In addition, according to one embodiment of the present invention, by gradually restoring the band when the risk section is resolved and adaptively adjusting the communication status, it is possible to simultaneously secure the efficient utilization of all communication resources and long-term system stability.

[0044] However, the effects obtainable from the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description below. Brief explanation of the drawing

[0045] The following drawings attached to this specification illustrate preferred embodiments of the present invention and serve to further enhance understanding of the technical concept of the present invention together with the detailed description of the invention provided below; therefore, the present invention should not be interpreted as being limited only to the matters described in such drawings. FIG. 1 is a conceptual diagram of a communication transmission band automatic control system based on vehicle flow prediction in a tunnel according to an embodiment of the present invention. Figure 2 is a block diagram of the components of a communication transmission band automatic control system based on vehicle flow prediction in a tunnel. Figure 3 is a component control block diagram of the vehicle flow analysis unit. Figure 4 is a component control block diagram of the vehicle flow analysis unit. Figure 5 is a component control block diagram of the vehicle flow analysis unit. Figure 6 is a component control block diagram of the vehicle flow analysis unit. Figure 7 is a component control block diagram of the vehicle flow analysis unit. Specific details for implementing the invention

[0046] Below, with reference to the attached drawings, embodiments of the present invention are described in detail so that those skilled in the art can easily implement the invention. However, since the description of the present invention is merely an example for structural or functional explanation, the scope of the present invention should not be interpreted as being limited by the embodiments described in the text. That is, since the embodiments are subject to various modifications and may take various forms, the scope of the present invention should be understood to include equivalents capable of realizing the technical concept. Furthermore, the objectives or effects presented in the present invention do not imply that a specific embodiment must include all of them or only such effects; therefore, the scope of the present invention should not be understood as being limited by them.

[0047] The meaning of the terms described in this invention should be understood as follows.

[0048] Terms such as "first" and "second" are intended to distinguish one component from another, and the scope of rights shall not be limited by these terms. For example, the first component may be named the second component, and similarly, the second component may be named the 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 that other component, or that there may be other components in between. Conversely, 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 describing the relationship between components, such as "between" and "exactly between," or "adjacent to" and "directly adjacent to," shall be interpreted in the same manner.

[0049] A singular expression should be understood to include a plural expression unless the context clearly indicates otherwise, and terms such as "include" or "have" are intended to specify the existence of the set-up features, numbers, steps, actions, components, parts, or combinations thereof, and should be understood not to preclude the existence or addition of one or more other features, numbers, steps, actions, components, parts, or combinations thereof.

[0050] Unless otherwise defined, all terms used herein have the same meaning as generally understood by those skilled in the art to which this invention pertains. Terms defined in commonly used dictionaries should be interpreted as having meanings consistent with the context of the relevant technology and should not be interpreted as having an ideal or overly formal meaning unless explicitly defined in this invention.

[0051] FIG. 1 is a conceptual diagram of a communication transmission band automatic control system based on vehicle flow prediction in a tunnel according to an embodiment of the present invention, FIG. 2 is a component block diagram of a communication transmission band automatic control system based on vehicle flow prediction in a tunnel, FIG. 3 is a component control block diagram of a vehicle flow analysis unit, FIG. 4 is a component control block diagram of a vehicle flow analysis unit, FIG. 5 is a component control block diagram of a vehicle flow analysis unit, FIG. 6 is a component control block diagram of a vehicle flow analysis unit, and FIG. 7 is a component control block diagram of a vehicle flow analysis unit.

[0052] As illustrated in FIGS. 1 to 7, in a system for automatically controlling the transmission band of a communication facility within a tunnel based on vehicle flow prediction, the present invention may include a shooting unit (100), a vehicle flow analysis unit (200), a danger section prediction unit (300), a band adjustment unit (400), a transmission unit (500), and a control unit (600).

[0053] The camera unit (100) can be installed in a tunnel section to capture images of vehicles. Specifically, the camera unit (100) is configured to be installed on the ceiling, side wall, or upper structure of the lane of the tunnel section to acquire images of moving vehicles in real time, and may include a high-sensitivity image sensor and an infrared auxiliary lighting device to enable clear images to be secured even in low-light environments. In addition, it may be equipped with a wide-angle or multi-focal lens to accurately analyze the vehicle's position, direction of movement, and lane occupancy status, and may be positioned to minimize blind spots by overlapping and capturing a certain section.

[0054] The shooting unit (100) outputs continuous frame images at regular intervals, and the image data is converted into a digital signal form and transmitted to the vehicle flow analysis unit (200). Depending on the need, it may be configured to allow image quality adjustment considering the communication load by including an image compression module or a resolution adjustment function, and may be designed to be suitable for a tunnel environment by including a dustproof and waterproof housing structure to respond to vibration, dust, and moisture.

[0055] The vehicle flow analysis unit (200) can calculate the vehicle's movement status information using image data obtained from the shooting unit (100).

[0056] The vehicle flow analysis unit (200) may include an object recognition unit (210), a movement tracking unit (220), a speed analysis unit (230), a density calculation unit (240), and a traffic condition determination unit (250).

[0057] The object recognition unit (210) can detect vehicle objects in image data input from the shooting unit (100). Specifically, the object recognition unit (210) is configured to detect objects corresponding to vehicles by analyzing continuous image frames input from the shooting unit (100), and may include an image preprocessing module for distinguishing between background and moving objects and a detection module for identifying objects based on vehicle shape or feature information.

[0058] The object recognition unit (210) generates feature vectors based on vehicle type, size, or lane position to distinguish vehicle objects from other environmental elements, and may include a multi-object recognition function to simultaneously identify multiple vehicles within the same frame. Additionally, it may include image contrast correction or noise removal functions to respond to changes in illumination, tunnel lighting reflections, and the influence of vehicle headlights.

[0059] The movement tracking unit (220) can track changes in the position of a vehicle object detected by the object recognition unit (210) between consecutive frames. Specifically, the movement tracking unit (220) tracks the movement trajectory of the same vehicle by comparing the coordinate information of the vehicle object detected by the object recognition unit (210) between consecutive frames, and can perform object correspondence between frames by assigning unique identification information to each object. The movement tracking unit (220) determines whether the object moves to a different lane or switches to a stationary state by calculating the amount of change in the vehicle's position, the movement direction vector, and the continuity of the movement path, and can correct the tracking error by performing a re-identification process if the tracking reliability decreases below a certain standard.

[0060] The speed analysis unit (230) can calculate the vehicle speed and direction of travel based on the results of the movement tracking unit (220). Specifically, the speed analysis unit (230) calculates the average speed and instantaneous speed of the vehicle based on the time-based location change data of the vehicle provided by the movement tracking unit (220), and can detect sudden deceleration or abnormal speed patterns by calculating the rate of change in speed or speed deviation within a set time interval. In addition, it can determine whether there is a decrease in speed in a specific section by comparing the average speed per lane with the overall average speed, and this speed information can be used as basic data for determining traffic risk later.

[0061] The density calculation unit (240) can calculate the vehicle distribution and lane occupancy status within the tunnel section. Specifically, the density calculation unit (240) calculates the number of vehicles per unit distance or unit area within the tunnel section to calculate a vehicle density index, and can also reflect information on the vehicle occupancy ratio and lane occupancy time by lane. The density calculation unit (240) quantifies the degree of smoothness of traffic flow by analyzing the average spacing between vehicles, whether congestion is formed by lane, and whether the time of stay in a specific section increases, and can distinguish between temporary congestion and continuous congestion by recording the temporal trend of density change.

[0062] The traffic condition judgment unit (250) can determine whether there is a degree of congestion or abnormal traffic conditions by combining the speed analysis results and the density calculation results.

[0063] The traffic condition judgment unit (250) can minimize misjudgment caused by instantaneous fluctuations by reflecting the trend of change over a set time interval. Specifically, the traffic condition judgment unit (250) receives speed analysis results and density calculation results to comprehensively determine whether there is a level of congestion or abnormal traffic conditions, and can minimize misjudgment caused by instantaneous disturbances by reflecting the average value, rate of change, and cumulative amount of change over a set time interval. The traffic condition judgment unit (250) can classify traffic conditions into stages by weighted combination of multiple judgment indicators, and can classify a section as potentially dangerous if it exceeds a specific standard value. In addition, reliability can be improved by setting it to confirm the danger stage only when the same condition persists for a certain period of time or longer.

[0064] The traffic condition judgment unit (250) may include a speed abnormality judgment unit (252), a congestion condition judgment unit (254), an abnormal sign analysis unit (256), and a comprehensive risk judgment unit (258).

[0065] The speed anomaly determination unit (252) can determine whether there is a speed anomaly based on the average vehicle speed and speed deviation calculated from the speed analysis unit (230). Specifically, the speed anomaly determination unit (252) can determine whether there is a speed anomaly by setting a normal driving range based on the average vehicle speed by section, individual vehicle speed distribution, and speed deviation data input from the speed analysis unit (230), and by comparing it with the set reference speed range. A speed anomaly can be determined if the average speed during a set time interval decreases below a pre-set reference speed or if the speed deviation increases rapidly, and a cumulative average value over multiple frames can be reflected to distinguish between a temporary deceleration situation and a continuous speed reduction. In addition, the reliability of the judgment can be improved by comparing the speed distribution by lane to distinguish between cases where speed reduction occurs only in a specific lane and cases where it occurs extensively across all lanes.

[0066] The density determination unit (254) can determine whether congestion is formed based on the vehicle density level and lane occupancy ratio calculated from the density calculation unit (240). Specifically, the density determination unit (254) can determine whether congestion is formed using the number of vehicles per unit distance, lane occupancy ratio, and average distance between vehicles information transmitted from the density calculation unit (240). The density determination unit (254) can determine a congestion state when the vehicle density within a set section exceeds a set threshold and the lane occupancy ratio persists above a certain level, and can confirm congestion when the time during which the average distance between vehicles is maintained below a set distance persists above a reference time. In addition, the accuracy of traffic risk judgment can be improved by analyzing the density increase rate over time to distinguish between gradual congestion and sudden congestion.

[0067] The abnormal sign analysis unit (256) can determine the possibility of an accident by analyzing the duration of vehicle stoppage or the frequency of sudden deceleration during a set time interval. Specifically, the abnormal sign analysis unit (256) can determine the possibility of an accident by analyzing the duration of vehicle stoppage, the frequency of sudden deceleration, or the collision risk pattern between vehicles during a set time interval. Cases where a specific vehicle remains stopped for longer than a set time or where a sudden deceleration pattern occurs continuously in multiple vehicles can be identified as signs of an accident, and the possibility of risk spread can be determined by further analyzing whether such abnormal patterns spread to adjacent intervals. In addition, the analysis can be performed by reflecting the temporal cumulative frequency or spatial concentration to exclude sudden deceleration caused by temporary vehicle replacement or lane change.

[0068] The comprehensive risk judgment unit (258) can classify traffic risk levels by integrating the speed anomaly judgment result, the congestion state judgment result, and the abnormal sign analysis result. Specifically, the comprehensive risk judgment unit (258) can classify traffic risk levels by receiving the speed anomaly judgment result, the congestion state judgment result, and the abnormal sign analysis result as input, assigning weights to each judgment result, and combining them. The comprehensive risk judgment unit (258) can adjust the risk level upward if multiple judgment indicators simultaneously exceed a reference value, and if only a single indicator exceeds it, it can determine whether to raise the level after additionally checking whether the condition persists for a certain period of time. In addition, the risk level can be classified into multiple stages such as normal, caution, warning, and danger to minimize false detections due to temporary fluctuations, and can be confirmed as a higher stage only if the same risk level is maintained for a certain period of time or longer.

[0069] The comprehensive risk assessment unit (258) can minimize false detections due to temporary fluctuations by combining multiple assessment results in a weighted manner.

[0070] The danger section prediction unit (300) can predict a section where congestion may occur or a section where an accident may occur based on the vehicle flow analysis results of the vehicle flow analysis unit (200).

[0071] The risk section prediction unit (300) may include a state information collection unit (310), a history comparison analysis unit (320), a time change analysis unit (330), a spatial diffusion judgment unit (340), and a risk calculation unit (350).

[0072] The state information collection unit (310) can collect traffic state information transmitted from the vehicle flow analysis unit (200). Specifically, the state information collection unit (310) can receive information on the average speed, speed deviation, density index, stop duration, and traffic state stage for each section transmitted from the vehicle flow analysis unit, and sort and store this information by section. The state information collection unit (310) can store data from multiple sections in a buffer in chronological order and update the latest traffic state information at set intervals. In addition, if data loss or communication errors occur, the stability of the prediction can be ensured by applying interpolation processing or a method of maintaining previous data.

[0073] The history comparison analysis unit (320) can compare the collected current traffic status information with the previously stored past traffic history information. Specifically, the history comparison analysis unit (320) can compare and analyze the collected current traffic status information with the previously stored past traffic history data for the same time period or similar traffic conditions. It can distinguish between normal congestion and abnormal conditions by comparing the current values ​​with the average speed and density patterns according to time period, day of the week, or season. In addition, it can calculate the degree to which the current state deviates from the past normal range as a deviation value or ratio value and provide it as basic data for risk assessment.

[0074] The time change analysis unit (330) can analyze the temporal trend of traffic changes for each tunnel section. Specifically, the time change analysis unit (330) analyzes how the traffic conditions of a specific section change over time and can calculate the speed reduction rate, density increase rate, or risk indicator change rate for a set time interval. The time change analysis unit (330) determines whether the risk is rising by reflecting the trend of change rather than a simple absolute value, and can determine that the risk is rising only if it continuously deteriorates for longer than a set time. In addition, temporary changes caused by one-time disturbances are configured to be removed through a buffering factor or averaging process, thereby improving the reliability of the prediction.

[0075] The spatial diffusion judgment unit (340) can determine the trend of continuous increase or diffusion of risk between adjacent sections. Specifically, the spatial diffusion judgment unit (340) can determine the risk diffusion trend by analyzing whether there is a continuous increase in traffic risk between adjacent tunnel sections. It compares and analyzes whether the same pattern spreads to the downstream section when a speed reduction or congestion occurs in the upstream section, and if a similar rise in risk indicators is detected across multiple sections, it can determine this as a risk diffusion state. In addition, it may include a judgment logic that reflects the upstream-downstream relationship by considering the distance between sections and the direction of vehicle movement.

[0076] The risk calculation unit (350) can determine whether there is a risk zone and the risk level by synthesizing the results of the history comparison analysis, the results of the time change analysis, and the results of the spatial diffusion judgment. Specifically, the risk calculation unit (350) can receive the results of the history comparison analysis, the results of the time change analysis, and the results of the spatial diffusion judgment, assign weights to each analysis result, and combine them to calculate a final risk index. The risk calculation unit (350) can adjust the risk level upward if multiple indicators simultaneously exceed a reference value, and if only a single indicator exceeds it, it can determine whether to raise the level by additionally checking whether it persists for a certain period of time. In addition, the risk level can be classified into multiple stages such as normal, caution, warning, and danger, and linked to the communication control standards for each stage, and if the calculated risk level is greater than or equal to a preset threshold, it operates to confirm the corresponding section as a risk zone.

[0077] The risk calculation unit (350) can determine that a section is a risk section when the risk level rises above a set standard by linking multiple analysis results.

[0078] The risk calculation unit (350) calculates the risk index (Ri) by reflecting the vehicle average speed reduction rate (ΔV), vehicle density index (D), stop duration index (S), and adjacent section risk diffusion coefficient (E) together with weighting coefficients (W1, W2, W3, W4), and the risk index (Ri) can be calculated as follows using Formula 1.

[0079] - Formula 1

[0080] Here, the weighting coefficients (W1, W2, W3, W4) are configured to be adjustable according to traffic history data or operating environment conditions, and are characterized by being configured to determine a section as a risk section if the calculated risk index (Ri) is greater than or equal to a pre-set threshold value.

[0081] Specifically, the risk calculation unit (350) can calculate the risk index (Ri) for each section by quantifying and inputting the vehicle average speed reduction rate (ΔV), vehicle density index (D), stop duration index (S), and adjacent section risk diffusion coefficient (E), and by multiplying each of these indicators by weighting coefficients (W1, W2, W3, W4) and summing them. Here, ΔV can be defined as the reduction ratio of the actual average speed relative to the reference speed, D can be defined as a density index reflecting the number of vehicles per unit distance or lane occupancy ratio, S can be defined as an index reflecting the ratio of vehicles that have remained in a stopped state for a certain period of time or the average stop duration, and E can be defined as a coefficient reflecting the risk increase rate or risk diffusion frequency calculated in adjacent sections. The above risk index (Ri) can be calculated according to Equation 1 above.

[0082] The aforementioned weighting coefficients (W1, W2, W3, W4) are configured to be adjustable by reflecting traffic history data and operational environmental conditions, such as time of day, traffic volume levels, tunnel length, or past accident statistics. Furthermore, the system is configured so that the risk level does not rise excessively even if a specific indicator temporarily increases, provided that the combined result with other indicators remains below a threshold. Additionally, the system is configured to designate a section as a risk zone only when the calculated risk index (Ri) exceeds a preset threshold and persists for a certain period of time. This ensures that it operates to prevent misjudgments caused by instantaneous fluctuations or temporary traffic congestion while promptly reflecting actual potential accident situations.

[0083] The band adjustment unit (400) can adjust the transmission band by prioritizing the allocation of the transmission band to the communication path corresponding to the danger section and reducing the transmission band to the communication path corresponding to the non-danger section, based on the prediction result of the danger section prediction unit (300).

[0084] The band control unit (400) may include a risk level receiving unit (410), a band status checking unit (420), a priority determining unit (430), a band redistribution calculation unit (440), and a band application unit (450).

[0085] The risk receiving unit (410) can receive risk information calculated from the risk section prediction unit (300). Specifically, the risk receiving unit (410) periodically receives risk index and risk level information for each section from the risk section prediction unit (300), stores the received risk information together with section identification information, and provides it as input data for band adjustment. In the event of data transmission delay or communication error, the risk receiving unit (410) can maintain the most recently received risk value or perform a re-request procedure to ensure continuity of band adjustment, and can sort the risk changes of multiple sections in chronological order and transmit them to the priority determination unit (430). Accordingly, changes in traffic risk can be immediately reflected in the communication control logic.

[0086] The band status check unit (420) can check the currently used band and the remaining available band for each communication path. Specifically, the band status check unit (420) can monitor the current allocated band (Current_i), the amount of traffic actually in use, the remaining available band (B_available), and the total band of all communication resources (B_total) in real time for each communication path. The band status check unit (420) determines whether the band is available based on traffic statistics information, packet throughput, and link utilization collected from communication equipment, and if the set limit utilization is exceeded, it can determine whether band redistribution is possible and transmit this to the band redistribution calculation unit (440).

[0087] The priority determination unit (430) can set priority for each section according to the level of risk. Specifically, the priority determination unit (430) can set the communication priority for each section based on the risk index for each section transmitted from the risk receiving unit (410). The priority determination unit (430) assigns a high priority to sections with a high risk level, and in the case of the same risk level, can adjust the detailed ranking by additionally considering the rate of risk increase or the duration of the risk. In addition, if multiple sections are simultaneously determined to be in a dangerous state, a relative priority is calculated by considering the total limit of communication resources so that communication resources are efficiently allocated.

[0088] The band redistribution calculation unit (440) can calculate the transmission band allocation ratio based on the set priority and available band information. Specifically, the band redistribution calculation unit (440) can calculate the target transmission band allocation ratio for each section based on the priority determination result and the available band information transmitted from the band status check unit. The band redistribution calculation unit (440) can perform normalization calculations to relatively increase the target ratio of the risk section and decrease the target ratio of the non-risk section, while ensuring that the total usage limit of the entire communication resource is not exceeded. In addition, to prevent sudden band fluctuations, a buffer factor can be applied to the difference between the currently allocated band and the target band to calculate the adjustment amount in stages.

[0089] The band application unit (450) can adjust the transmission band of each communication path according to the calculation result and gradually restore it to its original state when the risk section is resolved. Specifically, the band application unit (450) can apply the transmission band setting value of each communication path to the actual communication equipment according to the adjustment result calculated by the band redistribution calculation unit (440). The band application unit (450) operates to update the band control parameters of the network equipment to strengthen the transmission priority of the path corresponding to the risk section and to limit the band of the non-risk section, and when it is determined that the risk section is resolved, it can apply a set restoration factor to gradually restore the priority-allocated band to its original state. In addition, it can reconfirm the communication quality indicators during the application process and switch to a safe operation mode if an abnormal condition is detected.

[0090] The band redistribution operation unit (440) can relatively expand the band of the communication path corresponding to the dangerous section and reduce the band of the non-dangerous section within the usage limit of the entire communication resource.

[0091] The band redistribution calculation unit (440) may include a priority input unit (410), an available band collection unit (420), a target ratio calculation unit (430), and an adjustment amount calculation unit (440).

[0092] The priority input unit (410) can receive priority information for each section transmitted from the priority determination unit (430). Specifically, the priority input unit (410) can receive priority information for each section and risk level information transmitted from the priority determination unit (430), and convert and sort them into a form suitable for band redistribution calculation. The priority input unit (410) stores priority values ​​along with identifiers identifying each section, and if multiple sections are simultaneously determined to be in a risk state, it can sort them based on the relative magnitude of the priority values ​​and provide them to the calculation unit. In addition, for sections with the same priority, detailed rankings can be readjusted by reflecting auxiliary indicators such as the rate of increase in risk or the duration of the risk. Accordingly, the band redistribution calculation can be performed by reflecting relative importance rather than a simple risk level.

[0093] The available band collection unit (420) can collect available band information for each communication path transmitted from the band status check unit (420). Specifically, the available band collection unit (420) can collect information on the current band usage, remaining available band, total band of all communication resources, and usage rate for each communication path from the band status check unit. The available band collection unit (420) calculates the band that can be redistributed by comparing the real-time traffic usage of each path with the set maximum allowable band, and if a specific path has already reached the maximum allowable range, it can exclude that path from the redistribution target. In addition, in situations where network load increases rapidly, a certain percentage of reserve band can be maintained to maintain the stability of the entire resource. This ensures that calculations are performed within the actual applicable band range.

[0094] The target ratio calculation unit (430) can calculate the target band allocation ratio for each segment by reflecting the risk level and available band information for each segment. Specifically, the target ratio calculation unit (430) can calculate the target band allocation ratio for each segment by combining the risk level, priority information, and available band information for each segment. The target ratio calculation unit (430) can perform normalization operations to relatively increase the target ratio of the risk segment and decrease the target ratio of the non-risk segment, while ensuring that the sum of the target ratios for all segments does not exceed 1 or the total available band range. Additionally, the range of increase or decrease of the target ratio can be applied differentially according to the rate of increase in risk or the duration of the risk, and a buffer condition can be included to limit the difference from the previous target ratio to within a certain range in order to prevent communication instability caused by a sudden change in the target ratio.

[0095] The target ratio calculation unit (430) calculates the target band allocation ratio (Ti) for each tunnel section i by reflecting the risk index (Ri) of the section, the basic allocation ratio (Bi), the availability ratio (C) of the total communication resources, and weighting factors (α, β), and the target band allocation ratio (Ti) can be calculated according to the following formula 2.

[0096] - Formula 2

[0097] Here,

[0098] Ri is the risk index of interval i,

[0099] Bi is the default band allocation ratio of interval i,

[0100] C is the ratio of total available communication resources,

[0101] α and β are the risk-reflecting weights and the default allocation-reflecting weights, and

[0102] n represents the total number of segments, and the target band allocation ratio (Ti) is characterized by being calculated in a normalized manner so as not to exceed the total usage limit of all communication resources.

[0103] Specifically, the target band allocation ratio (Ti) is calculated as a value normalized over the entire range by applying a risk-reflecting weighting factor (α) and a basic allocation-reflecting weighting factor (β) based on the total communication resource availability ratio (C), and is configured to be calculated according to Equation 2 above.

[0104] Formula 2 is configured to automatically normalize the target ratio of each segment so that it does not exceed the total usage limit of the entire communication resource by applying the weighted sum of the entire segment to the denominator, and operates such that when the risk level (Ri) increases, the target ratio (Ti) of the corresponding segment relatively increases, and when the risk level is low, it relatively decreases. In addition, the weighting coefficients (α, β) are configured to be adjustable according to the time of day, traffic volume level, operation policy, or past accident statistics, so that the risk reflection weight is increased in dangerous situations and the basic allocation weight is maintained in normal situations. Accordingly, the target ratio calculation unit (446) operates to simultaneously secure the efficiency and stability of the communication resource through a risk-based normalization calculation structure rather than a simple fixed ratio.

[0105] The adjustment amount calculation unit (440) can calculate the amount of bandwidth required for adjustment by comparing the target bandwidth allocation ratio with the current allocated bandwidth. Specifically, the adjustment amount calculation unit (440) can calculate the amount of bandwidth actually required for adjustment by comparing the target bandwidth allocation ratio calculated by the target ratio calculation unit (446) with the current allocated bandwidth of each section. The adjustment amount calculation unit (440) calculates the adjustment amount for increase or decrease based on the difference between the target bandwidth and the current bandwidth, but can control the sum of the increase or decrease so as not to exceed the total usage limit of the entire communication resources. In addition, mutual balance conditions are applied so that the bandwidth increase amount of the risk section is determined within the range of the decrease amount of the non-risk section, and adjustment buffering factors are applied to increase or decrease in stages to prevent sudden fluctuations. Accordingly, the adjustment amount calculation unit (440) operates to effectively concentrate communication resources in the risk section while maintaining network stability.

[0106] The adjustment amount calculation unit (448) can calculate an adjustment amount to relatively increase the band of the risk section and decrease the band of the non-risk section within a range that does not exceed the total usage limit of the entire communication resource.

[0107] The adjustment amount calculation unit (448) calculates the band adjustment amount (ΔBi) for each tunnel section i by reflecting the target band allocation ratio (Ti), current allocated band (Current_i), and adjustment buffer factor (γ) of the corresponding section, and the band adjustment amount (ΔBi) can be calculated according to the following Equation 3.

[0108] - Formula 3

[0109] Here,

[0110] Ti is the target band allocation ratio for interval i,

[0111] B_total is the total available communication bandwidth,

[0112] Current_i is the currently allocated band for interval i,

[0113] γ is an adjustment buffer factor greater than 0 and less than or equal to 1, representing a factor for mitigating rapid band fluctuations, and the adjustment amount calculation unit is configured to apply the calculated ΔBi within a range that does not exceed the total usage limit of all communication resources.

[0114] Specifically, the adjustment amount calculation unit (448) is configured to calculate the actual amount of bandwidth required for adjustment by comparing the target bandwidth value, calculated by multiplying the target bandwidth allocation ratio (Ti) for each tunnel section i by the total available communication bandwidth (B_total), with the bandwidth currently allocated to the corresponding section (Current_i). Specifically, the bandwidth adjustment amount (ΔBi) is configured to be calculated according to Equation 3 above.

[0115] Here, the adjustment buffer factor (γ) can be variably set according to the network load level, communication quality indicators, or the rate of increase in risk. In the event that the risk situation deteriorates rapidly, the γ value can be set relatively large to enable rapid resource concentration, and in the event of a normal state or minor fluctuation, the γ value can be set small to enable gradual and stable band adjustment.

[0116] Additionally, the adjustment amount calculation unit (448) applies a balance condition between the increase section and the decrease section so that the sum of ΔBi of all sections does not exceed the total usage limit of the entire communication resource, and can allocate the bandwidth of the increase section within the range of the bandwidth recovery amount of the decrease section.

[0117] The transmission unit (500) can transmit video data or sensor data to an external central control system (30) according to the control of the band control unit (400).

[0118] The transmission unit (500) can determine whether band redistribution is possible based on the available band status of the communication path and can also mutually coordinate communication resources between multiple tunnel sections. Specifically, the transmission unit (500) can determine the available band status of the communication path by collecting the current band in use, remaining available band, link usage rate, and packet delay rate in real time for each communication path connecting each tunnel section and the external central control system (30). If the usage rate of a specific communication path exceeds a preset threshold or the packet delay or loss rate exceeds a reference value, the transmission unit (500) determines whether additional band redistribution is possible for the path and controls band adjustment to be performed only within a range that does not exceed the physical link capacity or the contracted maximum band limit.

[0119] In addition, if multiple tunnel sections share the same backbone network or optical fiber, the transmission unit (500) can compare the risk level and traffic load of each section to prioritize moving communication resources to the section with a relatively higher risk and mutually adjust the bandwidth of the section with a lower risk to be reduced within a certain range. Furthermore, the transmission unit (500) may maintain a reserve bandwidth or adopt a phased application method to ensure network stability during the redistribution process, and may feed back the redistribution results to the control unit (600) to be reflected in subsequent bandwidth adjustment calculations.

[0120] The control unit (600) is connected to the shooting unit (100), the vehicle flow analysis unit (200), the danger section prediction unit (300), the band control unit (400), and the transmission unit (500), respectively, and can control the operation of the shooting unit (100), the vehicle flow analysis unit (200), the danger section prediction unit (300), the band control unit (400), and the transmission unit (500).

[0121] The control unit (600) is equipped with a wireless communication module and can be linked with an external mobile terminal, etc., to control operation or check the control status in real time from the outside. The wireless communication module can be implemented with various communication technologies.

[0122] The control unit (600) can provide at least one of the vehicle flow information, risk information, band control history, and prediction accuracy comparison results to an external central control system (30) to be used for setting communication operation standards for multiple sections, improving control policies, or correcting prediction accuracy.

[0123] Specifically, the control unit (600) can integrally collect and store vehicle speed, density, and traffic condition information calculated from the vehicle flow analysis unit (200), risk index and risk level information calculated from the risk section prediction unit, and the band redistribution history and actual application results of the band control unit. The control unit (600) can calculate the prediction accuracy by comparing the predicted risk section with the actual accident or congestion section that occurred, and can calculate performance indicators such as the prediction success rate, false detection rate, or delay time. In addition, the control unit (600) can periodically or event-based transmit at least one of the vehicle flow information, risk information, band control history, and prediction accuracy comparison results to an external control system (30) to be used for setting communication operation standards for multiple tunnel sections, adjusting risk threshold values, correcting weighting coefficients, or improving band redistribution policies. Furthermore, the control unit (600) can receive an updated operation policy or correction coefficient from an external control system (30) and reflect it in the internal calculation logic, and accordingly, the system (10) can form a closed-loop control structure that improves prediction accuracy and communication resource operation efficiency through continuous learning and correction.

[0124] The control unit (600) evaluates at least one of the degree of communication delay, the degree of data loss, or the reception quality information, adaptively adjusts the band control criteria according to the evaluation result, and can maintain a preset safe band operation state when a communication failure or equipment abnormality occurs.

[0125] Specifically, the control unit (600) can calculate a communication quality index by periodically evaluating at least one of the reception quality information collected from each communication path, such as average delay time, jitter, packet loss rate, retransmission rate, signal-to-noise ratio (SNR), or received signal strength. If the calculated communication quality index exceeds or falls short of a preset reference value, the control unit (600) can correct the band control reference by adaptively adjusting the risk weight, target ratio calculation coefficient, or adjustment buffer coefficient applied to the band redistribution operation. For example, if communication delay increases, the band expansion ratio for the risk section can be increased or the minimum guaranteed band for the non-risk section can be reset, and if the data loss rate exceeds a certain level, the redistribution cycle can be shortened to enable rapid resource reallocation. Additionally, if a communication failure or equipment abnormality is detected, the dynamic band redistribution function can be temporarily restricted, and a safety operation mode can be maintained that switches to a preset minimum guaranteed band or equal distribution band for each section.

[0126] The band control unit (400) can reduce communication delays caused by increased data traffic before and after abnormal traffic conditions within the tunnel by performing at least one of dynamic band redistribution control linked to changes in vehicle flow, stepwise band restoration control when a dangerous section is resolved, and safety operation mode switching control when a communication abnormality occurs. Specifically, the band control unit (400) can receive risk index and section-specific priority information transmitted from the dangerous section prediction unit (300), compare and analyze the current allocated band and the remaining available band for each communication path, and then perform dynamic band redistribution by relatively expanding the band of the communication path corresponding to the dangerous section and reducing the band of the non-dangerous section.

[0127] In this case, bandwidth adjustment is performed in stages based on the difference between the target bandwidth allocation ratio and the currently allocated bandwidth to prevent network instability caused by sudden bandwidth fluctuations. Furthermore, if the risk zone is determined to be resolved, the priority-allocated bandwidth can be gradually restored to its original state by applying a pre-set recovery factor or buffer factor. Additionally, if communication latency, packet loss rate, or reception quality indicators exceed threshold values, the system automatically switches to a safe operation mode to maintain the minimum guaranteed bandwidth and restrict the transmission of non-essential data, thereby ensuring the stable transmission of critical video and sensor data.

[0128] According to one embodiment of the automatic control system of the present invention, the band adjustment unit (400) may be configured to determine the band adjustment strength by additionally reflecting the temporal rate of change (dRi / dt) of the risk index (Ri). Specifically, if the rate of increase of the risk index is greater than a preset standard, the band expansion ratio may be weighted and applied even at the same risk level, and if the rate of increase of the risk is gradual, the band may be gradually adjusted by applying a buffer factor. Through this, communication resources can be quickly concentrated in situations of rapid traffic deterioration, such as immediately before an accident occurs, and excessive resource fluctuations can be prevented in situations of temporary change.

[0129] According to another embodiment, the transmission unit (500) may be configured to calculate an optimal path selection index (Si) by combining the path-specific delay time (Li), packet loss rate (Pi), and available bandwidth (Bi) when multiple transmission paths exist, and to prioritize selecting the communication path where the index is maximized. The optimal path selection index may be calculated as follows using Equation 4:

[0130] ) - Formula 4

[0131] Here, w1, w2, and w3 are weighting factors that can be adjusted according to the operating environment. This ensures that risk zone data is transmitted to the central control system through the most stable path.

[0132] In another embodiment, the control unit (600) calculates a prediction accuracy correction coefficient (K) by comparing the risk prediction result with whether an actual accident occurred, and can reflect said coefficient in the weight adjustment of the risk calculation formula. Accordingly, the risk prediction model can be gradually corrected during long-term operation to adapt to changes in the traffic environment.

[0133] In another embodiment, the band control unit (400) may be configured to set a minimum guaranteed band (Min_i) between sections to maintain a minimum transmission band even in non-risk sections, and this can be used as a safety operation standard to stably maintain the basic control function of the entire tunnel section.

[0134] In addition, according to one embodiment of the automatic control system of the present invention, the band control unit (400) may be configured to set a pre-risk level prior to being determined as a risk section, and to preemptively reserve a certain percentage of the reserve band before it is determined as an actual risk section when it corresponds to the pre-risk level. Specifically, the case where the risk index (Ri) is greater than or equal to a first reference value and less than a second reference value may be defined as the pre-risk level, and for this section, a pre-set reserve ratio (Pr) among the total available band may be temporarily allocated to maintain the state of readiness of communication resources.

[0135] In addition, the above reserve band reservation can be calculated according to the following Equation 5:

[0136] - Formula 5

[0137] Here,

[0138] Br_i is the reserved band for interval i,

[0139] Pr is the reserve band ratio coefficient,

[0140] B_total is the total available communication bandwidth,

[0141] Ri is the risk index of interval i,

[0142] R_threshold refers to the threshold value for determining the risk range.

[0143] As described above, by preemptively securing bandwidth during the preliminary risk phase, immediate bandwidth expansion is possible in the event of an actual accident or sudden congestion, and delays that may occur during the bandwidth redistribution process can be minimized. Furthermore, once the preliminary risk state is resolved, the reserved bandwidth is automatically reclaimed, thereby maintaining overall communication resource efficiency.

[0144] As described above, the detailed description of the preferred embodiments of the present invention disclosed is provided to enable those skilled in the art to implement and practice the present invention. Although the present invention has been described 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 invention. For example, those skilled in the art may utilize each configuration described in the embodiments described above in combination with one another. Accordingly, the present invention is not intended to be limited to the embodiments shown herein, but to be given the broadest scope consistent with the principles and novel features disclosed herein.

[0145] The present invention may be embodied in other specific forms without departing from the spirit and essential features of the invention. Accordingly, the above detailed description should not be interpreted restrictively in all respects but should be considered exemplary. The scope of the invention shall be determined by a reasonable interpretation of the appended claims, and all modifications within the equivalent scope of the invention are included within the scope of the invention. The invention is not intended to be limited to the embodiments shown herein, but to be given the broadest possible scope consistent with the principles and novel features disclosed herein. Furthermore, embodiments may be constructed by combining claims that are not explicitly related in the claims, or by including them as new claims through amendments made after filing. Explanation of the symbols

[0146] 10: Automatic Control System 30: External Central Control System 100 : Filming Department 200 : Vehicle Flow Analysis Department 210 : Object recognition unit 220 : Movement tracking unit 230 : Speed ​​Analysis Unit 240 : Density calculation unit 250 : Traffic condition judgment unit 252 : Speed ​​Anomaly Detection Unit 254 : Density State Judgment Unit 256 : Abnormal Sign Judgment Unit 258 : Comprehensive Risk Assessment Section 300 : Risk Section Prediction Unit 310: Status Information Collection Unit 320 : History Comparison Analysis Department 330 : Time Change Analysis Section 340 : Spatial Diffusion Judgment Unit 350 : Risk Calculation Unit 400 : Bandwidth regulator 410 : Risk level receiver 420 : Band status check unit 430 : Priority determination unit 440: Bandwidth redistribution unit 442 : Priority Input Section 444 : Available Band Collection Unit 446 : Target Ratio Calculation Unit 448 : Adjustment amount calculation unit 450 : Band application section 500 : Transmission unit 600 : Control unit

Claims

Claim 1 A system for automatically controlling the transmission band of communication facilities within a tunnel based on vehicle flow prediction, comprising: a shooting unit installed in a tunnel section to capture vehicle images; a vehicle flow analysis unit that calculates vehicle movement status information using image data acquired from the shooting unit; a risk section prediction unit that predicts sections where congestion may occur or sections where accidents may occur based on the vehicle flow analysis results of the vehicle flow analysis unit; a band adjustment unit that, according to the prediction results of the risk section prediction unit, prioritizes the allocation of a transmission band to communication paths corresponding to risk sections and adjusts the transmission band to be reduced to communication paths corresponding to non-risk sections; and a transmission unit that transmits image data or sensor data to an external central control system according to the adjustment of the band adjustment unit. and a control unit connected to the above-mentioned shooting unit, vehicle flow analysis unit, risk section prediction unit, band adjustment unit, and transmission unit, respectively, to control the operation of the above-mentioned shooting unit, vehicle flow analysis unit, risk section prediction unit, band adjustment unit, and transmission unit; wherein the band adjustment unit performs at least one of dynamic band redistribution adjustment linked to changes in vehicle flow, stepwise band return control upon resolution of a risk section, and safety operation mode switching adjustment upon communication anomaly, thereby reducing communication delay caused by increased data traffic before and after abnormal traffic conditions within the tunnel; wherein the above-mentioned risk section prediction unit comprises: a status information collection unit that collects traffic status information transmitted from the above-mentioned vehicle flow analysis unit; a history comparison analysis unit that compares the collected current traffic status information with previously stored past traffic history information; a time change analysis unit that analyzes the temporal trend of traffic changes by tunnel section; a spatial diffusion judgment unit that determines the continuous increase or diffusion trend of risk between adjacent sections; and a risk calculation unit that determines whether there is a risk section and the risk level by synthesizing the results of the history comparison analysis, the time change analysis, and the spatial diffusion judgment.A communication transmission band automatic control system based on vehicle flow prediction in a tunnel, comprising: a risk calculation unit that determines a section as a risk section when the risk level rises above a set standard by linking multiple analysis results; wherein the risk calculation unit calculates a risk index (Ri) by reflecting the vehicle average speed reduction rate (ΔV), vehicle density index (D), stop duration index (S), and adjacent section risk diffusion coefficient (E) together with weighting coefficients (W1, W2, W3, W4), and wherein the risk index (Ri) is calculated using Formula 1 as follows. - Formula 1 Here, the weighting coefficients (W1, W2, W3, W4) are configured to be adjustable according to traffic history data or operating environment conditions, and are characterized by being configured to determine the section as a risk section when the calculated risk index (Ri) is greater than or equal to a preset threshold value. Claim 2 The vehicle flow analysis unit according to claim 1 comprises: an object recognition unit that detects a vehicle object in image data input from the shooting unit; a motion tracking unit that tracks positional changes between consecutive frames of the vehicle object detected by the object recognition unit; a speed analysis unit that calculates vehicle speed and direction of travel based on the results of the motion tracking unit; a density calculation unit that calculates vehicle distribution and lane occupancy status within the tunnel section; and a traffic status determination unit that determines the degree of congestion or abnormal traffic conditions by synthesizing the speed analysis results and the density calculation results, wherein the traffic status determination unit minimizes misjudgment caused by instantaneous fluctuations by reflecting the trend of change over a set time interval. Claim 3 The automatic control system for a communication transmission band based on vehicle flow prediction in a tunnel according to claim 2, wherein the traffic state determination unit comprises: a speed anomaly determination unit that determines whether there is a speed anomaly based on the average vehicle speed and speed deviation calculated from the speed analysis unit; a congestion state determination unit that determines whether congestion is formed based on the vehicle congestion level and lane occupancy ratio calculated from the congestion calculation unit; an anomaly sign analysis unit that determines the possibility of an accident sign by analyzing the vehicle stop duration or the frequency of sudden deceleration during a set time interval; and a comprehensive risk determination unit that classifies traffic risk stages by synthesizing the speed anomaly determination result, the congestion state determination result, and the anomaly sign analysis result; wherein the comprehensive risk determination unit minimizes false detection due to temporary fluctuations by weightedly combining a plurality of determination results. Claim 4 delete Claim 5 delete Claim 6 The automatic control system for communication transmission bands based on vehicle flow prediction in a tunnel according to claim 1, wherein the band adjustment unit comprises: a risk receiving unit that receives risk information calculated from the risk section prediction unit; a band status checking unit that checks the current usage band and remaining available band for each communication path; a priority determining unit that sets a priority for each section according to the risk level; a band redistribution calculation unit that calculates a transmission band allocation ratio based on the set priority and available band information; and a band application unit that adjusts the transmission band of each communication path according to the calculation result and gradually restores it to its original state when the risk section is resolved; wherein the band redistribution calculation unit is characterized by relatively expanding the band of the communication path corresponding to the risk section and reducing the band of the non-risk section within the usage limit range of the total communication resources. Claim 7 The automatic control system for communication transmission bands based on vehicle flow prediction in a tunnel according to claim 6, wherein the band redistribution operation unit comprises: a priority input unit that receives priority information for each section transmitted from the priority determination unit; an available band collection unit that collects available band information for each communication path transmitted from the band status verification unit; a target ratio calculation unit that calculates a target band allocation ratio for each section by reflecting the risk level and available band information for each section; and an adjustment amount calculation unit that calculates the amount of band required for adjustment by comparing the target band allocation ratio with the currently allocated band; wherein the adjustment amount calculation unit calculates an adjustment amount to relatively increase the band of the risk section and decrease the band of the non-risk section within a range that does not exceed the total usage limit of the entire communication resource. Claim 8 The automatic control system for communication transmission bands based on vehicle flow prediction in a tunnel according to claim 7, wherein the target ratio calculation unit calculates the target band allocation ratio (Ti) for each tunnel section i by reflecting the risk index (Ri) of the section, the basic allocation ratio (Bi), the availability ratio (C) of the total communication resources, and weighting factors (α, β), and wherein the target band allocation ratio (Ti) is calculated according to the following formula 2. - Formula 2 where Ri is the risk index of segment i, Bi is the basic band allocation ratio of segment i, C is the ratio of the total available communication resources, α and β are the risk-reflecting weight and the basic allocation-reflecting weight, and n represents the total number of segments, and the target band allocation ratio (Ti) is characterized by being calculated by normalization so as not to exceed the total usage limit of the total communication resources. Claim 9 The automatic control system for communication transmission bands based on vehicle flow prediction in a tunnel according to claim 8, wherein the adjustment amount calculation unit calculates a band adjustment amount (ΔBi) for each tunnel section i by reflecting the target band allocation ratio (Ti), the current allocated band (Current_i), and the adjustment buffer factor (γ) of the corresponding section, and wherein the band adjustment amount (ΔBi) is calculated according to the following formula 3. - Formula 3 where Ti is the target band allocation ratio of interval i, B_total is the total available communication band, Current_i is the band currently allocated to interval i, and γ is an adjustment buffer factor greater than 0 and less than or equal to 1, which is a coefficient for mitigating sudden band fluctuations, and the adjustment amount calculation unit is characterized by being configured to apply the calculated ΔBi within a range that does not exceed the total usage limit of the total communication resources. Claim 10 The automatic control system for communication transmission bands based on vehicle flow prediction within a tunnel according to claim 1, wherein the transmission unit determines whether band redistribution is possible based on the available band status of the communication path and mutually coordinates communication resources between multiple tunnel sections. Claim 11 The automatic control system for communication transmission bands based on vehicle flow prediction in a tunnel according to claim 1, wherein the control unit provides at least one of vehicle flow information, risk information, band control history, and prediction accuracy comparison results to an external central control system to be utilized for setting communication operation standards for multiple sections, improving control policies, or correcting prediction accuracy. Claim 12 A communication transmission band automatic control system based on vehicle flow prediction in a tunnel, wherein, in claim 1, the control unit evaluates at least one of communication delay degree, data loss degree, or reception quality information, adaptively adjusts a band control standard according to the evaluation result, and maintains a preset safe band operation state when a communication failure or equipment malfunction occurs.

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