KR102500197B1 - Method for providing V2X communication between vehicles using mobile communication network and apparatus therefor - Google Patents

Abstract

One aspect of the present invention relates to communication between vehicles, and more specifically, to a method for providing communication between vehicles by using a mobile communication network, which may comprise: a step of collecting vehicle information by means of a mobile communication network; a step of sorting Vehicle to Vehicle (V2V)-related information from the collected vehicle information; a step of executing a relay transmission analysis with respect to the sorted V2V-related information; a step of determining whether to perform the relay transmission of the V2V-related information based on the relay transmission analysis result; and a step of, after the determination result, in case the relay transmission of the V2V-related information is required, transmitting the V2V-related information to a relay transmission target vehicle. Therefore, the present invention may provide a cost-effective service for communication between vehicles.

Description

Method for providing V2X communication between vehicles using mobile communication network and apparatus therefor

The present invention relates to vehicle-to-vehicle communication, and more particularly, to a technology for providing V2X (Vehicle to Everything) communication between a vehicle and a mobility object without using a separate expensive V2X communication terminal by utilizing a mobile communication network.

Traffic communication technologies related to C-ITS (Cooperative-Intelligent Transport Systems), a next-generation intelligent transportation system, and C-AV (Connected-Autonomous Vehicles), a connection-based autonomous cooperative vehicle, improve safety, convenience, efficiency, and use environment (eco). It has been continuously developing and evolving for a long time, and the representative technology is V2X (Vehicle to Everything), a communication technology between vehicles and objects.

Recently, automobiles are converged with ICT (Information and Communications Technology) technology to enhance their functions. Depending on the applied V2X communication technology, vehicle sensor and control technology, CV (Connected Vehicle), AV (Automated Vehicle), and C-AV (Connected-AV) called Autonomous Vehicles).

Representative V2X communication technologies include IEEE Next Generation V2X (NGV) communication technology and 3 ^rd Generation Partnership Project (3GPP) C-V2X communication technology.

A vehicle that has a V2X communication terminal attached to the vehicle to enable communication between vehicles and between vehicles and infrastructure and to provide vehicle safety and C-ITS services is called a CV. An AV refers to a vehicle that has a vehicle sensor attached to the vehicle to recognize the situation around the vehicle and control autonomous driving toward a destination. And C-AV refers to a form in which CV and AV functions are integrated.

V2X communication is vehicle-to-vehicle (V2V) communication, vehicle-to-infrastructure (V2I) communication, vehicle-to-network communication (V2N), and vehicle-to-pedestrian communication. It is a concept that collectively refers to wired and wireless networking (IVN) as well as vehicle to pedestrian (V2P). V2V, V2I, and V2P can provide various services related to vehicle and pedestrian safety.

V2X technology can be used to notify traffic conditions or vehicle approaching ahead, communicate with traffic infrastructure such as traffic lights or speed limit zones, or support nearby pedestrian information. In addition, V2X technology makes it possible to detect even a distance of more than 300m that the driver cannot identify. The sensor can also receive other unknown vehicle operating conditions or surrounding conditions to assist the driver in predicting potentially dangerous situations reliably and quickly.

Countries around the world are struggling over the Dedicated Short Range Communication (DSRC) method represented by the US's Wave (Wireless Access in Vehicular Environment, WAVE) and Cellular-V2X (C-V2X) method as these V2X standard technologies. .

Among them, WAVE/DSRC, as shown in FIG. 1, is a Wi-Fi-based V2X technology. In Korea, development began in 2007, and from 2014, cooperative next-generation intelligent transportation based on V2X was developed in the section connecting Sejong and Yuseong, Daejeon. A system - that is, C-ITS - has been built and operated as a pilot project, and the third phase of the pilot project is planned to be carried out in 2021. Referring to FIG. 1, a vehicle equipped with an On Board Unit (OBD) supporting V2X communication using a frequency of 5.9 GHz band may perform V2V/V2I communication according to the IEEE 802.11p standard. Vehicles perform V2I communication with RSUs deployed around roads, and RSUs can be connected to the Internet and ITS platforms through gateways. The RSU and gateway may be wired through an optical communication line.

As shown in FIG. 2, C-V2X is a cellular-based V2X technology such as Long Term Evolution (LTE), a 3GPP 4th generation (4G) communication technology, and NR (New Radio), a 3GPP 5th generation (5G) communication technology, which is 10 ms It is characterized by low latency, high-speed transmission, and large-capacity connectivity within the range, and is attracting more attention as a vehicle communication technology after the commercialization of mobile communication technology.

For existing WAVE/DSRC-based V2V, V2I, and V2P communication, a separate high-priced V2X terminal device supporting the V2X frequency (5.9GHz) band is required in the vehicle. Therefore, the vehicle has such a V2X communication terminal installed and continuously sends messages to PM (Personal Mobility) and RSU (Road Side Unit) / control center server, etc. These messages are called BSM (Basic Safety Message) and PVD (Probe Vehicle Message) in technical standards. Such a message may include main driving-related information of the vehicle, such as current location information, driving direction, speed/acceleration, lane, and the like. Upon receiving the BSM and PVD, the surrounding vehicle/PM and RSU/control center server analyzes driving information, location between vehicles, driving speed, driving lane, driving direction and distance between vehicles, detects the operating state of the vehicle or surrounding conditions, By providing this to the vehicle, it supports the driver to accurately and quickly predict potential dangerous situations.

However, when an expensive V2X communication terminal utilizing a separate frequency is mounted on a vehicle, there is a problem in that the unit price of the vehicle increases. In addition, in the case of V2V technology, which is a direct communication method between vehicles, communication quality may be deteriorated due to wireless communication signal interference due to radio wave blocking of nearby large buses and large trucks, and coverage damage due to distant terrain features. A communication signal loss problem may occur.

- Method and apparatus for sidelink resource determination and sidelink signal transmission and reception in wireless communication system (Korean Patent Publication: 10-2021-0015334 (February 10, 2021) - Side link communication configuration (Korean Patent Publication: 10-2020-0013778 (February 07, 2020)) - Method and device for transmitting and receiving sidelink control information in a wireless communication system (Korean Patent Publication: 10-2020-0127833 (November 11, 2020)) - Collision hazard warning device and method using V2V communication (Korean Patent Publication: 10-2018-0003741 (January 10, 2018))

An object of the present invention is to provide a method for providing inter-vehicle V2X communication using a mobile communication network and an apparatus therefor.

Another object of the present invention is to provide a method for providing inter-vehicle V2X communication using a mobile communication network capable of supporting V2X communication between a vehicle and a mobility object without using an expensive V2X communication terminal utilizing a separate frequency and an apparatus therefor. .

Another object of the present invention is to solve the signal loss problem for short-distance messages by utilizing a high-performance cloud server in a 5G NR communication network and a mobile communication network capable of ultra-low latency, ultra-reliable, ultra-high-speed, and ultra-capacity communication according to the traffic environment, and traffic load To provide a method for providing inter-vehicle V2X communication using a mobile communication network capable of distributing and an apparatus therefor.

Another object of the present invention is to provide an indirect V2V communication method via a mobile communication network rather than a conventional direct V2V communication method.

Another object of the present invention is to provide a method for V2X communication between vehicles using a mobile communication network that can be expanded and applied to various means of transportation such as two-wheeled vehicles, electric carts, electric quickboards, electric bicycles, and manual bicycles in addition to general vehicles, and a device therefor. is to provide

Another object of the present invention is to provide a more stable traffic environment by applying to various means of transportation including general vehicles.

Another object of the present invention is to provide a more cost-effective V2V service by sharing cellular infrastructure instead of installing multiple RSUs in the existing WAVE scheme.

Another object of the present invention is to combine/link the threshold judgment method presented in the present invention with technologies such as artificial intelligence and big data, thereby enabling driver's drowsy driving, distraction, rapid acceleration, sudden stop, and safe driving such as sudden left and right turns. It is possible to effectively analyze various driving behaviors related to and, through this, to provide a device capable of performing more accurate and cost-effective transmission determination.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

A method for providing inter-vehicle communication using a mobile communication network according to an aspect includes the steps of collecting vehicle information through the mobile communication network and selecting vehicle to vehicle (V2V) related information from the collected vehicle information; Performing relay transmission analysis on the V2V related information and determining whether to relay transmit the V2V related information based on the result of the relay transmission analysis, and as a result of the determination, if relay transmission of the V2V related information is required, It may include transmitting the V2V related information to a vehicle to be relayed.

As an embodiment, determining whether the V2V-related information is relayed may include comparing a driving state of a transmission vehicle corresponding to the vehicle information with a preset relay transmission threshold condition.

As an embodiment, the driving state may include at least one of speed/acceleration of the transport vehicle, moving distance, lane change, and vehicle state related to driving/parking/stopping.

As an embodiment, the relay transmission threshold condition may include at least one of an inter-vehicle distance within a lane, an inter-vehicle distance between lanes, and an increase/decrease speed of the inter-vehicle distance.

As an embodiment, the performing of the relay transmission analysis may include generating a list of vehicles subject to relay transmission.

As an embodiment, the method includes calculating geo-fencing based on the determination result that relay transmission of the V2V-related information is required, and receiving priority for the relay transmission target vehicle according to the importance of time distance based on the calculated geo-fencing. The method may further include determining a priority and rearranging the relay delivery target vehicle list based on the determined reception priority.

As an embodiment, the method may further include determining a transmission method of the V2V related information for the rearranged relay delivery target vehicle list.

As an embodiment, the transmission method may include at least one of a unicast transmission method, a multicast transmission method, and a broadcast transmission method.

In an embodiment, the vehicle information includes sensor data measured by sensors and cameras mounted inside the vehicle, and the sensor data is selected from among Basic Safety Message (BSM), Probe Vehicle Message (PVD), and Emergency Vehicle Alert (EVA) messages. It can be received through at least one.

In an embodiment, the sensor may include at least one of a vision sensor, a lidar sensor, a radar sensor, an ultrasonic sensor, a wheel tick sensor, and an inertial measurement sensor.

In an embodiment, the vehicle information may be received from a vehicle equipped with only a cellular communication device without a dedicated V2X communication device of the 5.9 GHz band.

As an embodiment, the method may be performed by a cloud-based V2X service server.

As an embodiment, the mobile communication network may include at least one of a 4G Long Term Evolution (LTE) communication network and a 5G New Radio (NR) communication network.

Non-volatile storage of at least one computer program including instructions that, when executed by at least one processor according to another aspect, causes the at least one processor to perform operations for providing vehicle-to-vehicle communication using a mobile communication network. In a computer-readable storage medium, the operations include collecting vehicle information through the mobile communication network, selecting vehicle to vehicle (V2V) related information from the collected vehicle information, and determining the selected V2V related information. Performing relay transmission analysis; determining whether to transmit the V2V-related information based on the relay transmission analysis result; and, as a result of the determination, if transmission of the V2V-related information is necessary, the V2V-related information is transmitted to the vehicle to be relayed. It may include transmitting information.

A server for providing inter-vehicle communication using a mobile communication network according to another aspect collects vehicle information from a plurality of vehicles through the mobile communication network, and selects V2V (Vehicle to Vehicle) related information from the collected vehicle information. A determination unit requesting relay transmission analysis for the selected V2V-related information and a determination unit performing relay transmission analysis according to the request to determine whether relay transmission of the V2V-related information is performed, and providing the analysis result to the determination unit When relay transmission of the V2V related information with the relay transmission analysis unit is required, a distribution unit for distributing and transmitting the V2V related information to a vehicle to be relayed may be included.

As an embodiment, the relay transmission analysis unit may determine whether the V2V related information is transmitted by comparing the operating state of the transmission vehicle corresponding to the vehicle information with a preset relay transmission threshold condition.

As an embodiment, the driving state may include at least one of speed/acceleration of the transport vehicle, moving distance, lane change, and vehicle state related to driving/parking/stopping.

As an embodiment, the relay transmission threshold condition may include at least one of an inter-vehicle distance within a lane, an inter-vehicle distance between lanes, and an increase/decrease speed of the inter-vehicle distance.

In an embodiment, the relay transmission analysis unit may generate a list of vehicles subject to relay transmission based on the analysis result.

As an embodiment, the server calculates geo-fencing based on the need for relay transmission of the V2V-related information, and based on the importance of time distance based on the calculated geo-fencing, determines reception priority for the vehicle to be delivered to the relay, , A geofencing derivation and management unit for rearranging the relay delivery target vehicle list based on the determined reception priority may be further included.

As an embodiment, the geofencing derivation and management unit may determine a transmission method of the V2V related information for the rearranged relay delivery target vehicle list.

As an embodiment, the transmission method may include at least one of a unicast transmission method, a multicast transmission method, and a broadcast transmission method.

In an embodiment, the vehicle information includes sensor data measured by sensors and cameras mounted inside the vehicle, and the sensor data is selected from among Basic Safety Message (BSM), Probe Vehicle Message (PVD), and Emergency Vehicle Alert (EVA) messages. It can be received through at least one.

In an embodiment, the sensor may include at least one of a vision sensor, a lidar sensor, a radar sensor, an ultrasonic sensor, a wheel tick sensor, and an inertial measurement sensor.

As an embodiment, the vehicle information may be received from a vehicle equipped with only a cellular communication device without a dedicated V2X communication device of the 5.9 GHz band.

As an embodiment, the server may be a V2X service server linked to a cloud-based control system connected to the mobile communication network through a gateway.

As an embodiment, the mobile communication network may include at least one of a 4G Long Term Evolution (LTE) communication network and a 5G New Radio (NR) communication network.

A system for providing vehicle-to-vehicle communication according to another aspect is mounted on a vehicle and includes a mobile communication module and a plurality of sensors, generates vehicle information based on sensor data collected from the plurality of sensors, and transmits the vehicle information to the vehicle. The vehicle information is received through a terminal transmitting through a mobile communication module and a base station to which the terminal is connected, a mobile communication network transmitting the received vehicle information through a gateway, and the vehicle information received through the gateway are analyzed and relayed. It may include a server that determines whether or not to transmit, and performs relay transmission to a vehicle subject to relay transmission according to the determination result.

The technical problems to be achieved in the present invention are not limited to the above-mentioned technical problems, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below. You will be able to.

The present invention has the advantage of providing a method for providing inter-vehicle V2X communication using a mobile communication network and an apparatus therefor.

In addition, the present invention has the advantage of providing a method for providing V2X communication between vehicles using a mobile communication network capable of supporting efficient V2X communication between a vehicle and a mobility object without using an expensive V2X communication terminal that utilizes a separate frequency, and an apparatus therefor. there is.

In addition, the present invention solves the signal loss problem for short-distance messages by utilizing a high-performance cloud server in a 5G NR communication network and a mobile communication network capable of ultra-low latency, ultra-reliable, ultra-high-speed, and ultra-capacity communication according to the traffic environment, and distributes the traffic load There is an advantage in providing a method for providing inter-vehicle V2X communication using a mobile communication network capable of doing so and a device therefor.

In addition, the present invention has the advantage of providing an indirect V2V communication method via a mobile communication network rather than a conventional direct V2V communication method.

In addition, the present invention has the advantage that it can be expanded and applied to various means of transportation such as two-wheeled vehicles, electric carts, electric quickboards, electric bicycles, and manual bicycles in addition to general vehicles.

In addition, the present invention has the advantage of providing a more stable traffic environment by applying to various means of transportation including vehicles.

In addition, the present invention has the advantage of providing a more cost-effective V2V service because it utilizes cellular infrastructure instead of installing a plurality of RSUs in the existing WAVE method.

In addition, by combining the threshold judgment method according to the present invention with technologies such as artificial intelligence and big data, various driving behaviors related to safe driving such as drowsy driving, distraction, sudden acceleration, sudden stop, and sudden left and right turns of the driver are effectively analyzed. Through this, there is an advantage in that more accurate and cost-effective transmission determination can be performed.

In addition to this, various effects identified directly or indirectly through this document may be provided.

The drawings accompanying this specification are intended to provide an understanding of the present invention, show various embodiments of the present invention, and explain the principles of the present invention together with the description of the specification.
1 shows a WAVE / DSRC-based V2X communication network.
Figure 2 shows a cellular-based C-V2X communication network.
3 is a diagram for explaining the entire system structure for a V2X service according to an embodiment.
4 is a block diagram for explaining the configuration of an autonomous vehicle according to an embodiment.
5 is a block diagram for explaining the configuration of a V2X service server according to an embodiment.
6 is a flowchart illustrating a V2V communication method using a mobile communication network according to an embodiment.

Hereinafter, some embodiments of the present invention will be described in detail through exemplary drawings. In adding reference numerals to components of each drawing, it should be noted that the same components have the same numerals as much as possible even if they are displayed on different drawings. In addition, in describing an embodiment of the present invention, if it is determined that a detailed description of a related known configuration or function hinders understanding of the embodiment of the present invention, the detailed description will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, order, or order of the corresponding component is not limited by the term. In addition, unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

In various examples of this disclosure, “/” and “,” should be interpreted as indicating “and/or”. For example, “A/B” may mean “A and/or B”. Furthermore, “A, B” may mean “A and/or B”. Furthermore, “A/B/C” may mean “at least one of A, B and/or C”. Furthermore, “A, B, C” may mean “at least one of A, B and/or C”.

In various examples of this disclosure, “or” should be interpreted as indicating “and/or”. For example, "A or B" can include "only A", "only B", and/or "both A and B". In other words, "or" should be interpreted as indicating "in addition or alternatively."

Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS. 3 to 6 .

3 is a diagram for explaining the entire system structure for a V2X service according to an embodiment.

Referring to FIG. 3, the system 100 includes a terminal 10, a base station 20, a road side unit (RSU) 30, a mobile communication network 40, a gateway (GW, 50), and a cloud server 60. It can be configured to include.

The terminal 10 may include terminals 11 and 13 equipped with a dedicated V2X communication device and a terminal 12 not equipped with a dedicated V2X communication device.

The terminal 10 is equipped with a mobile communication module for cellular communication and can exchange information with the base station 20 through a Uu interface.

Also, the terminal 10 may perform V2P communication with a pedestrian.

The terminals 11 and 13 equipped with a dedicated V2X communication device do not go through the infrastructure through a PC5 (or Sidelink) interface, which is a communication interface between terminals defined in the LTE D2D (Device to Device) standard. Information can be exchanged directly.

The terminal 12, which is not equipped with a dedicated V2X communication device, may exchange information with other terminals through the base station 20, the mobile communication network 40, and the cloud server 60.

That is, the terminal 12, which is not equipped with a dedicated V2X communication device, may transmit V2V information to other terminals in an indirect communication method via the mobile communication network 40 and the cloud server.

The terminal 10 may exchange information by performing V2I communication with the RSU 30 . Here, V2I communication may be performed in a WAVE/DSRC scheme, but is not limited thereto.

The mobile communication network 40 may be connected to a plurality of base stations 20 and RSUs 30 by wire, and may include at least one of a 4G LTE communication network and a 5G NR communication network.

The mobile communication network 40 may be connected to the cloud server 60 through the gateway 50 .

The cloud server 60 may include a precise map server 61, a precise positioning server 62, and a control server (or control system) 63.

The control server 63 may interwork with the additional service server 64 and the V2X service server 65 .

The precise map server 61 may provide precise map information for location service according to the request of the terminal 10 .

The precision map server 61 may be provided with a Local Dynamic Map (LDM), which is an environment information storage for each region, and may provide an HD map, which is a 3D three-dimensional precision map with centimeter (cm) level precision, for autonomous driving. . The HD map may be map information containing 3D digital information such as traffic lights, signs, curbs, road marks, and various structures as well as lane-unit information such as road centerlines and boundary lines. The HD map has the advantage of having a low precision error compared to the existing navigation map, which is a map for road unit information and route search/guidance for navigation service. In general, navigation maps have a precision error of about +/- 1 to 5 m, but HD maps can provide a precision error of about +/- 0.2 m.

The HD map may include a base map, a geometric map, a semantic map, a map priors layer, a real-time knowledge layer, and the like.

The basic map means a map of the Internet map level that is currently being provided. can be configured. The output is a dense 3D point cloud, where the raw sensing data is post-processed to create a derived map object that is stored in a geometry map.

The geometry map may be used to extract raw sensing data collected from various vehicle sensors such as radar, lidar, various cameras, ultrasonic sensors, GPS, and IMU.

A semantic map is used to mark semantic objects on a geometric map. For example, the semantic object may include 2D (lanes, intersections, parking spaces) or 3D (stop signs, traffic lights, etc.). The semantic map is mainly used for driving safety, and may include additional information such as speed limits and lane change rules.

The map prior layer may include dynamic information or pedestrian behavior information. For example, the map prior layer may include information about the order in which the colors of traffic lights change, information about the average color change time, information about the average vehicle movement speed in a parking lot, and the like.

The real-time knowledge layer is the topmost layer of the HD map and can represent dynamic real-time traffic information. This information can be shared between vehicles.

The precise positioning server 62 may perform a precise positioning operation.

For example, the precision positioning server 62 may include a Real Time Kinematic (RTK) module for performing real-time kinematic positioning and a GNSS module for performing GPS-based position measurement.

The precision positioning server 62 can improve positioning accuracy by correcting general errors of the satellite navigation system using the RTK module.

The RTK module is a surveying application applied to a high-density positioning system. The error of the Global Positioning System (GPS), which has an error of up to 30 m, is calculated based on information received from a reference station with absolute position values such as latitude, longitude, and altitude. By correcting, it is possible to provide positioning information with an accuracy of several centimeters.

The control server 63 may provide a C-ITS service and a C-AV (Connected Automotive Vehicle) service.

The additional service server 64 may provide various additional services related to C-ITS and C-AV.

The V2X service server 65 identifies and classifies V2V information collected by an indirect communication method through the mobile communication network 40 among information collected from the terminal 10, and classifies the classified V2V information when a predefined condition is satisfied. , can perform a function of transmitting to a corresponding terminal according to a predefined transmission rule.

The proposed invention is an indirect communication method between vehicles using cellular frequency bands such as 5G NR / 4G LTE as it is, without choosing the existing V2V communication, that is, vehicle-to-vehicle V2V direct communication using a device dedicated to V2X communication in the 5.9Ghz band between vehicles. is intended to provide

Through this, the self-driving vehicle according to the present invention provides V2X service only through a cellular communication frequency without installing an expensive V2X-only communication device using a 5.9Ghz frequency band, thereby increasing cost efficiency and quality safety. .

4 is a block diagram for explaining the configuration of an autonomous vehicle according to an embodiment.

The self-driving vehicle 200 according to the embodiment may be equipped with a terminal for mobile communication.

In the following description, the terminal 10 mounted on the autonomous vehicle 200 will be described as an example of a terminal 12 that is not equipped with a dedicated V2X communication device operating in the 5.9 GHz band.

The autonomous vehicle 200 largely includes a mobile communication module 210, an intelligent advanced driver assistance system (ADAS) 220, a sensor system 230, a GNSS receiver 240, an in-vehicle communication network (or It may be configured to include a hub (Hub) 250 and at least one video camera (270).

A diagnostic port is provided on one side of the in-vehicle communication network 250 to which the diagnostic and monitoring terminal 280 can be connected. The user can monitor the in-vehicle communication status and various messages and information transmitted through the in-vehicle communication network using the diagnosis and monitoring terminal 280 .

The mobile communication module 210 may include at least one of a 4G LTE communication module and a 5G NR communication module.

The mobile communication module 210 may access the base station 20 to transmit and receive V2X communication signals as well as general communication signals.

The intelligent ADAS (220) works in conjunction with the sensor system (230), GNSS receiver (240), video camera (270), mobile communication module (210), high-density positioning system (260), etc. to recognize/determine specific situations on its own while driving. It is a driver assistance system that controls the vehicle or informs the driver (or user) through means such as sound/light/vibration so that the driver (or user) can detect risk factors in advance.

The intelligent ADAS 220 may be applied to vehicles with an autonomous driving level of Level 3 or lower.

The intelligent ADAS 220 may be linked with a Full High Definition (FHD) camera 221.

The sensor system 230 may include a vision sensor 231, a Lidar (Light Detection And Ranging) 232, a radar 233, an ultrasonic sensor 234, an inertial measurement sensor 236, and the like.

In general, the vision sensor 231 refers to a sensor that discriminates a good product from a defective product by discriminating the shape, size, character, pattern, etc. of an inspection target like human eyes using an industrial camera. The vision sensor 230 may be used for determining a front obstacle, a pedestrian, etc. in autonomous driving, but is not limited thereto.

The LIDAR 232 may be used to sense the distance, direction, speed, temperature, material distribution, and concentration characteristics of an object by irradiating a high-powered laser pulse onto the object. The range of obtainable distance information is as wide as about 100 m, and the accuracy of distance information is about ± 3 cm, which is higher than that of other distance sensors such as stereo cameras and ultrasonic sensors, and is widely applied to autonomous vehicles.

Since the feature of the LIDAR 232 uses distance information, there is an advantage in that positioning accuracy can be set. However, in the case of sensing a long distance, accuracy may be lowered due to low density.

The radar 233 operates in the same way as the lidar 232, but uses radio waves instead of high-power lasers. The radar 233 emits radio waves, hits an object, and returns data to determine distance, speed, and direction information of the object. The radar 233 may be divided into short range, medium range, mid-long range, and the like according to the radio wave reach. The longer the wave's wavelength, the longer it can reach. However, the radar 233 also has a weakness that its accuracy is relatively low compared to the lidar 232.

The self-driving vehicle 200 according to the embodiment may be equipped with only one of the lidar 232 and the radar 233 according to design and option selection by those skilled in the art.

The ultrasonic sensor 234 may be used to detect nearby obstacles when parking.

The wheel tick sensor 235 can be used to further improve dead reckoning accuracy and at the same time perform continuous corrections based on GNSS speed readings. Wheel tick data collected through the wheel tick sensor 235 may be used to recheck GNSS positioning inaccuracies caused by obstacles. For example, when it is determined that the vehicle wheels do not move through the wheel tick sensor 235, inaccurate GNSS position changes may be removed from the system. Combining speed readings and wheel tick sensor data can provide more accurate positioning than using noisy accelerometer measurements. By constantly calibrating the sensor that calculates the distance traveled per wheel revolution, small fluctuations in pressure or temperature around the wheel can be effectively compensated for.

The inertial measurement sensor 236 is a sensor that measures the speed, direction, gravity, and acceleration of a moving object. Dead Reckoning (DR) is a technique for estimating a position using the inertial measurement sensor 236, and can be applied to a high-density positioning system to be described later. For example, the inertial measurement sensor 236 may include an Inertial Measurement Unit (IMU).

For example, the high-density positioning system may include Real-Time Kinematic (RTK).

The autonomous vehicle 200 according to the embodiment may further include a high-density positioning system 260.

The GPS (Global Positioning System) error, which has an error of up to 30 m, corrects the error of the position measured by the GNSS receiver based on the reference station with absolute position values such as latitude, longitude, and altitude. can provide information.

The RTK may be installed in the self-driving vehicle 200, but this is just one embodiment, and the RTK applied to the cloud server 60 or mounted in the vehicle and the RTK mounted in the cloud server 60 mutually cooperate. Through this, autonomous driving stability can be strengthened.

In general, even if a single-band global navigation satellite system (GNSS) receiver is used to achieve the accuracy requirements required by V2X and autonomous driving, even if the best-performing receiver is used, the driving environment is not an ideal unobstructed, open-air environment. In other demanding environments, there is a problem that the performance required for autonomous driving cannot be provided.

Standard-precision GNSS receivers triangulate position by tracking the code phases of GNSS signals from at least four GNSS satellites. On the other hand, high-precision receivers track the high-frequency carrier phase and use the RTK algorithm to calculate the carrier ambiguity constant. These positioning algorithms can be integrated into the GNSS receiver module and can utilize correction data provided over a wireless connection. Autonomous vehicles may use cellular and/or satellite L-band based communications to obtain correction information. The L-band receiver not only lowers the data transmission cost, but also has the advantage of being able to receive RTK correction information in places where cellular communication connection is poor or not available at all, such as in mountainous areas.

In V2X communication and autonomous driving service, sensor fusion technology that fuses and filters data collected from various sensors can be used to perform accurate and continuous positioning even in the difficult driving environment described above.

Sensor fusion can enable accurate and fast location estimation through rapid convergence based on various sensing information.

Recently, relevant authorities are also preparing regulations to improve road safety and manage environmental impacts such as traffic congestion and vehicle emissions. Even if the satellite signal is temporarily cut off, the accurate location must be output within a few seconds. Accordingly, in recent years, sensor fusion technology has been actively introduced for V2X communication and autonomous driving.

The GNSS receiver may calculate the current location of the vehicle based on signals received from the GNSS constellation. As an embodiment, the GNSS receiver may be a multi-constellation multi-band GNSS receiver.

Because of the fundamental time difference between constellations, the receiver must be able to see more satellites in order to more accurately calculate its position. When operating with a 3-constellation cluster, approximately 7 satellites are needed to calculate the time difference. In contrast, when using a single constellation, only four satellites are needed to determine a position. However, the greater the number of satellites available, the better the vehicle position can be calibrated.

With multiband GNSS receivers, satellite signals of different frequencies can be combined to eliminate certain errors. For example, ionospheric errors of up to 99.9 percent can be effectively eliminated by simultaneously processing two satellite signals having different frequencies.

The above-described inertial measurement sensor 236 may be used to supplement the GNSS receiver 240, and may be used in a driving environment where GNSS signals are not normally received in an automobile positioning system - for example, in a tunnel or underground parking lot. It can support dead reckoning (DR).

Fusing the data collected from the individual elements of the IMU (inertial sensor) not only makes it possible to perform position estimation in places where GNSS signals do not penetrate, but also allows the vehicle positioning system to maintain position and speed information so that satellite signals can be obtained. When it becomes available again, it can effectively shorten the time to quickly find the ambiguous integer and reconverge to the correct position.

The video camera 270 contains color information similar to that of the human eye and is widely used in vehicle recognition technology. Compared to the LIDAR 232, the video camera 270 has a disadvantage in not being able to determine distance information.

The autonomous vehicle 200 according to the embodiment may use the mobile communication module 210 to transmit and receive V2V information when a communication terminal supporting dedicated V2X communication in the 5.9 GHz band is not installed.

5 is a block diagram for explaining the configuration of a V2X service server according to an embodiment.

The V2X service server 65 according to the embodiment may be implemented in a cloud environment, distribute the processing load of the terminal 10, and provide a more precise V2X service to the terminal 10.

Referring to FIG. 5, the V2X service server 65 includes a collection unit 310, a determination unit 320, a relay transmission analysis unit 330, a geo-fencing derivation and management unit 340, and a distribution unit ( 350) may be configured.

The collection unit 310 may receive V2X information from a plurality of terminals 10 through the gateway 50.

In the above-described embodiments, it has been described that the V2X service server 65 collects V2X information in conjunction with the autonomous vehicle 200, but this is only one embodiment, and the V2X service server 65 is a mobile communication network ( 40), various mobility and V2X information, including not only micro mobility (MM) such as motorcycles and electric carts, but also electric personal mobility (PM) such as electric kickboards, electric bicycles, and electric scooters, and bicycles that are manually powered devices. can send and receive.

The collection unit 310 may analyze/identify whether the received V2X information includes V2V related information, and may store and manage classified and identified V2V related vehicle driving information and related message information.

The collection unit 310 may periodically receive sensor data included in a Basic Safety Message (BSM), a Probe Vehicle Message (PVD), and an Emergency Vehicle Alert (EVA) message from a plurality of V2X vehicles every 100 ms or 1 s.

For example, the sensor data may include precise positioning data within an error of 3 to 30 cm, data on the operating state and location of the vehicle, lane-related data, speed/acceleration-related data, vehicle operation data, and the like.

The determination unit 320 may receive the message selected by the collection unit 310 and request the relay transmission analysis unit 330 whether there is a vehicle to be relayed in relation to the received message.

The determination unit 320 may receive an analysis result according to the request from the relay transmission analysis unit 300 . Here, the analysis result may include relay delivery target vehicle list information corresponding to the corresponding message.

According to the request of the determination unit 320, the relay transmission analyzer 330 may determine whether relay transmission for the corresponding V2V message is required based on a preset threshold.

In addition, the relay transmission analysis unit 330 may generate a list of vehicles to be relayed to receive the V2V message when it is determined that relay transmission of the corresponding V2V message is necessary based on a predetermined threshold.

The relay transmission analysis unit 330 according to the embodiment determines all the V2V messages received through the above-described analysis operation to the vehicle that transmitted the corresponding V2V message - or less, a vehicle located around the business card called 'transmission vehicle' - or less. It is possible to minimize the overall network traffic load increase and transmission delay by controlling only V2V messages that satisfy preset criteria (conditions) to be transmitted to neighboring vehicles without unconditionally transmitting a business card because it is a vehicle.

The relay transmission analyzer 330 analyzes sensing data such as the transmission vehicle's speed/acceleration, moving distance, lane change, driving status (driving/parking/stopping, etc.) to determine whether the message of the vehicle exceeds the relay transmission threshold. can judge The relay transmission analyzer 330 may generate a list of vehicles to be relayed to receive the corresponding V2V message only when the corresponding threshold value is exceeded.

For example, the relay transmission analyzer 330 determines whether the V2V message is relayed or not based on the inter-vehicle distance within the lane considering the speed and braking time, the inter-vehicle distance between lanes considering the same driving direction, the driving radius, and the speed of the inter-lane transmission vehicle. And it is possible to determine whether the relay transmission threshold is exceeded based on the degree of increase/decrease of the inter-vehicle distance.

For example, when considering a braking time of 4 seconds in relation to the inter-vehicle distance within the lane, the relay transmission analysis unit 330 may reduce the speed to 27.8 m at 100 km/h, 2.8 m or less at 10 km/h, and 14 m at 50 km/h. Below, in the case of 80 km/h, in the case of 23 m or less, etc., it may be determined that the threshold value has been exceeded.

The relay transmission analysis unit 330 is configured to operate in the same driving direction with respect to the inter-lane distance and the driving radius is 50% or less of the inter-vehicle distance within the lane (eg, within 7 m when the speed of the inter-lane transmission vehicle is 50 km/h). It can be judged that the threshold is exceeded.

In addition, the relay transmission analyzer 330 may determine that the threshold value has been exceeded when the rate of decrease of the inter-vehicle distance is greater than or equal to a predetermined reference value.

The geo-fencing derivation and management unit 340 may calculate geo-fencing for message transmission between the transmission vehicle and the reception target vehicle based on the relay transmission target vehicle list exceeding the threshold value from the determination unit 320 .

In autonomous driving, invisible area (geo-fence) technology means installing a virtual fence around a target vehicle and limiting or completely stopping the vehicle's speed using GPS technology and sensing data related to vehicle operation.

If the geofence technology is linked with a zone management system, it can be used outside of schools or in crowded cities to detect people entering the road and automatically reduce the speed to a level at which the automatic brakes can be applied. In this case, no matter how hard the driver presses the accelerator, it may be automatically controlled so as not to accelerate beyond the reference speed.

As another example, geofence technology may be used to control entry into a specific area. Vehicles connected to the zone management system are aware of this and respond appropriately if it is set to allow entry only by electric vehicles to keep noise levels to a minimum in urban residential areas, or only by emission-free vehicles to control emissions in the city center. It can automatically change to electric mode when approaching an area.

The geo-fencing derivation and management unit 340 may rearrange the relay delivery target vehicle list by determining the message reception priority for the target vehicle based on the geo-fencing calculation result.

The geofencing derivation and management unit 340 may determine a message transmission method to the rearranged target vehicles. For example, the message transmission method may include at least one of a unicast method, a multicast method, and a broadcast method.

As an embodiment, the geo-fencing derivation and management unit 340 may determine a transmission method of the corresponding message based on at least one of the number of vehicles to receive the message, the type of the message, and the importance of the message.

The distribution unit 350 may perform reliable message transmission to target vehicles based on the list of vehicles to be relayed for each geo-fencing and the transmission method provided from the geo-fencing derivation and management unit 340 .

The V2X service server 65 according to the embodiment may perform more reliable relay transmission determination by combining an artificial intelligence engine and big data with the above-described threshold-based transmission determination method.

For example, by combining driving behavior analysis data related to safe driving, such as drowsy driving, distraction, sudden acceleration, sudden stop, sudden left and right turns, and the learning result of the driver with the above method, more accurate and cost-effective relay transmission determination has the advantage of being able to do

The distribution unit 350 may continuously perform relay transmission of messages such as BSM, PVD, EVA, etc. received from the transmission vehicle to nearby vehicles until the threshold exceeding state is released.

6 is a flowchart illustrating a V2V communication method using a mobile communication network according to an embodiment.

In detail, the method according to FIG. 6 may be performed by the cloud-based V2X service server 65 disposed in the aforementioned mobile communication network or connected to the mobile communication network through the gateway 50.

A vehicle terminal not equipped with an expensive V2X dedicated communication module may transmit V2V related information - that is, a V2V message - to the V2X service server 65 through a mobile communication network.

Referring to FIG. 6 , the V2X service server 65 may collect vehicle information from multiple vehicles (S610). Here, the vehicle information may include a V2X message and/or various sensor data related to vehicle operation. For example, the V2X message may include a Basic Safety Message (BSM), a Probe Vehicle Message (PVD), and an Emergency Vehicle Alert (EVA) message.

The V2X service server 65 may select V2V related information from the collected vehicle information (S620).

The V2X service server 65 may perform relay transmission analysis to identify V2V related information and relay target transmission vehicles that require relay transmission to nearby vehicles among the selected V2V related information (S630).

The V2X service server 65 may generate a list of vehicles subject to relay transmission in the relay transmission analysis step.

If there is V2V related information requiring relay transmission, the V2X service server 65 may determine whether the corresponding information satisfies the relay transmission condition (S640). Here, whether the relay transmission condition is satisfied may be determined by determining whether the current driving state of the transmission vehicle satisfies a specific relay transmission condition.

The V2X service server 65 analyzes vehicle operation-related sensing data, such as speed/acceleration, moving distance, lane change, driving status (driving/parking/stopping, etc.) It may be determined whether it exceeds (or whether a threshold condition for relay transmission is satisfied). The V2X service server 65 may generate a relay delivery target vehicle list to receive corresponding V2V related information only when the corresponding threshold value is exceeded.

For example, the V2X service server 65 determines whether or not V2V-related information is relayed, such as the inter-vehicle distance within the lane considering speed and braking time, the inter-vehicle distance between lanes considering the same driving direction/driving radius/transmission speed between lanes, and the like. And it is possible to determine whether the relay transmission threshold is exceeded based on the degree of increase/decrease of the inter-vehicle distance - for example, the rate of increase of the inter-vehicle distance and the rate of decrease of the inter-vehicle distance.

For example, the V2X service server 65 considers a braking time of 4 seconds in relation to the inter-vehicle distance within the lane, 27.8 m at 100 km/h, 2.8 m at 10 km/h, and 14 m at 50 km/h. , in the case of 80 km/h, in the case of 23 m or less, etc., it can be determined that the threshold value has been exceeded.

The V2X service server 65 relays the same driving direction in relation to the inter-lane distance and the driving radius is 50% or less of the inter-vehicle distance within the lane (eg, when the speed of the inter-lane transmission vehicle is 50 km/h, within 7 m). It can be determined that the transmission threshold has been exceeded.

In addition, the relay transmission analyzer 330 may determine that the relay transmission threshold is exceeded when the rate of decrease of the inter-vehicle distance is greater than or equal to a predetermined reference value.

As a result of the determination in step 640, when the relay transmission condition is satisfied, the V2X service server 65 may determine a transmission priority and a transmission method considering geofencing (S650).

The V2X service server 65 may calculate geofencing for message transmission between the transmission vehicle and the reception target vehicle based on the relay delivery target vehicle list.

The V2X service server 65 may rearrange the relay delivery target vehicle list based on the determined reception priority after determining the message reception priority for the reception target vehicle based on the geofencing calculation result.

The V2X service server 65 may determine a message transmission method to the rearranged reception target vehicles. For example, the message transmission method may include at least one of a unicast method, a multicast method, and a broadcast method.

As an embodiment, the V2X service server 65 determines the transmission method of the message based on at least one of the number of receiving vehicles to receive the V2V-related information, the type of the V2V message, the importance of the V2V message, and the current radio channel state. can be determined dynamically.

The V2X service server 65 may distribute and transmit corresponding V2V related information - or V2V message - based on the rearranged list of relay delivery target vehicles and the determined transmission method.

Steps of a method or algorithm described in connection with the embodiments disclosed herein may be directly implemented as hardware executed by a processor, a software module, or a combination of the two. A software module may reside in a storage medium (ie, memory and/or storage) such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM.

An exemplary storage medium is coupled to the processor, and the processor can read information from, and write information to, the storage medium. Alternatively, the storage medium may be integral with the processor. The processor and storage medium may reside within an application specific integrated circuit (ASIC). An ASIC may reside within a user terminal. Alternatively, the processor and storage medium may reside as separate components within a user terminal.

The above description is merely an example of the technical idea of the present invention, and various modifications and variations can be made to those skilled in the art without departing from the essential characteristics of the present invention.

Therefore, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but to explain, and the scope of the technical idea of the present invention is not limited by these embodiments. The protection scope of the present invention should be construed according to the claims below, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

Claims (28)

In the method of providing inter-vehicle communication using a mobile communication network,
Collecting vehicle information through the mobile communication network;
Selecting V2V (Vehicle to Vehicle) related information from the collected vehicle information;
Performing relay transmission analysis on the selected V2V related information;
determining whether the V2V related information is relayed based on a relay transmission analysis result; and
As a result of the determination, if relay transmission of the V2V related information is required, transmitting the V2V related information to a vehicle to be relayed.
Including, wherein the relay transmission of the selected V2V related information is determined by comparing the operating state of the transmission vehicle corresponding to the selected V2V related information with a preset relay transmission threshold condition.
delete According to claim 1,
The driving state includes at least one of speed/acceleration of the transmission vehicle, moving distance, lane change, and vehicle state related to driving/parking/stopping.
According to claim 1,
The relay transmission threshold condition includes at least one of an inter-vehicle distance within a lane, an inter-vehicle distance between lanes, and an increase/decrease rate of an inter-vehicle distance.
According to claim 1,
The step of performing the relay transmission analysis,
A method comprising generating a list of relay delivery target vehicles.
According to claim 5,
Calculating geofencing based on the determination result, relay transmission of the V2V related information is required;
determining a reception priority for the relay transmission target vehicle based on the importance of time distance based on the calculated geo-fencing; and
Rearranging the relay delivery target vehicle list based on the determined reception priority order
Further comprising a method.
According to claim 6,
The method further comprising determining a transmission method of the V2V related information for the rearranged relay delivery target vehicle list.
According to claim 7,
The transmission method includes at least one of a unicast transmission method, a multicast transmission method, and a broadcast transmission method.
According to claim 1,
The vehicle information includes sensor data measured by sensors and cameras mounted inside the vehicle, and the sensor data includes at least one of a Basic Safety Message (BSM), a Probe Vehicle Message (PVD), and an Emergency Vehicle Alert (EVA) message. Received via, how.
According to claim 9,
Wherein the sensor includes at least one of a vision sensor, a lidar sensor, a radar sensor, an ultrasonic sensor, a wheel tick sensor, and an inertial measurement sensor.
According to claim 1,
The vehicle information is not equipped with a dedicated V2X communication device of the 5.9 GHz band, characterized in that received from a vehicle equipped with only a cellular communication device.
According to claim 1,
The method is characterized in that performed by a cloud-based V2X service server, method. According to claim 1,
The mobile communication network includes at least one of a 4G Long Term Evolution (LTE) communication network and a 5G New Radio (NR) communication network.
Non-volatile computer readable storage storing at least one computer program comprising instructions that, when executed by at least one processor, cause the at least one processor to perform operations for providing vehicle-to-vehicle communication using a mobile communication network. in the media,
These actions are
Collecting vehicle information through the mobile communication network;
Selecting V2V (Vehicle to Vehicle) related information from the collected vehicle information;
Performing relay transmission analysis on the selected V2V related information;
determining whether to transmit the V2V related information based on a result of analyzing the transmission of the relay; and
Transmitting the V2V-related information to a vehicle to be relayed when transmission of the V2V-related information is required as a result of the determination
Including, characterized in that whether to relay transmission of the selected V2V related information is determined by comparing the operating state of the transmission vehicle corresponding to the selected V2V related information with a preset relay transmission threshold condition. Storage medium.
In the server for providing inter-vehicle communication using a mobile communication network,
a collecting unit that collects vehicle information from a plurality of vehicles through the mobile communication network and selects vehicle to vehicle (V2V) related information from the collected vehicle information;
a determination unit requesting relay transmission analysis for the selected V2V related information;
a relay transmission analyzer for performing relay transmission analysis according to the request, determining whether the V2V related information is relay transmitted, and providing an analysis result to the determination unit;
A distribution unit for distributing and transmitting the V2V related information to a vehicle to be relayed when relay transmission of the V2V related information is required.
And wherein the relay transmission analyzer compares the operating state of the transmission vehicle corresponding to the selected V2V-related information with a preset relay transmission threshold condition to determine whether to relay the selected V2V-related information. Characterized in that , server.
delete According to claim 15,
The driving state includes at least one of speed/acceleration of the transmission vehicle, moving distance, lane change, and vehicle state related to driving/parking/stopping.
According to claim 15,
The relay transmission threshold condition includes at least one of an inter-vehicle distance within a lane, an inter-vehicle distance between lanes, and an increase/decrease rate of an inter-vehicle distance.
According to claim 15,
Characterized in that the relay transmission analysis unit generates a relay delivery target vehicle list based on the analysis result.
According to claim 19,
Geofencing is calculated based on the need for relay transmission of the V2V-related information, and based on the importance of time distance based on the calculated geofencing, the reception priority for the relay transmission target vehicle is determined, and the determined reception priority Further comprising a geofencing derivation and management unit for rearranging the relay delivery target vehicle list based on the server.
According to claim 20,
Wherein the geofencing derivation and management unit determines a transmission method of the V2V related information for the rearranged relay delivery target vehicle list.
According to claim 21,
The transmission method includes at least one of a unicast transmission method, a multicast transmission method, and a broadcast transmission method.
According to claim 15,
The vehicle information includes sensor data measured by sensors and cameras mounted inside the vehicle, and the sensor data includes at least one of a Basic Safety Message (BSM), a Probe Vehicle Message (PVD), and an Emergency Vehicle Alert (EVA) message. Received via, server.
According to claim 23,
The sensor includes at least one of a vision sensor, a lidar sensor, a radar sensor, an ultrasonic sensor, a wheel tick sensor, and an inertial measurement sensor.
According to claim 15,
The vehicle information is not equipped with a dedicated V2X communication device of the 5.9 GHz band, characterized in that received from a vehicle equipped with only a cellular communication device, the server.
According to claim 15,
The server is a V2X service server that is linked to a cloud-based control system connected to the mobile communication network through a gateway.
According to claim 15,
The mobile communication network includes at least one of a 4G Long Term Evolution (LTE) communication network and a 5G New Radio (NR) communication network.
A system for providing vehicle-to-vehicle communication,
A terminal mounted on a vehicle, having a mobile communication module and a plurality of sensors, generating vehicle information based on sensor data collected from the plurality of sensors, and transmitting the vehicle information through the mobile communication module;
a mobile communication network for receiving the vehicle information through a base station to which the terminal is connected, and transmitting the received vehicle information through a gateway; and
A server that analyzes the vehicle information received through the gateway to determine whether to transmit the relay, and performs relay transmission to the vehicle to be relayed according to the determination result.
The server selects V2V (Vehicle to Vehicle) related information from the collected vehicle information, and compares a driving state of a transmission vehicle corresponding to the selected V2V related information with a preset relay transmission threshold condition. Characterized in that for determining whether to relay the selected V2V related information, the system.

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