APPARATUS AND METHOD FOR PREVENTING INCORRECT BOARDING OF AUTONOMOUS DRIVING VEHICLE

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of Korea Patent Application No. 10-2019-0097389, filed on Aug. 9, 2019, the contents of which are all hereby incorporated by reference herein in their entirety.

TECHNICAL FIELD

The present disclosure relates to a method and an apparatus for preventing an incorrect boarding of an autonomous driving vehicle, and more particularly, to a method and apparatus for preventing an incorrect boarding of an autonomous driving vehicle capable of determining whether passengers incorrectly board an autonomous driving vehicle.

BACKGROUND

Vehicles can be classified into an internal combustion engine vehicle, an external composition engine vehicle, a gas turbine vehicle, an electric vehicle, etc. according to types of motors used therefor.

An autonomous vehicle refers to a self-driving vehicle that can travel without an operation of a driver or a passenger, and Autonomous Driving Systems refer to systems that monitor and control the autonomous vehicle such that the autonomous vehicle can perform self-driving. When using a taxi service using an autonomous driving vehicle, a passenger may board a vehicle other than the one he/she calls by mistake. In this case, in order to ensure safety of passengers, a need exists for a method for determining whether passengers are incorrectly boarded and detecting a crime situation in light of situations inside a vehicle.

SUMMARY

The present disclosure aims to address the above-described needs and/or problems.

The present disclosure provides a method and apparatus for preventing an incorrectly boarding of an autonomous driving vehicle capable of detecting a situation in which a passenger incorrectly boards an autonomous driving taxi.

The present disclosure provides a method and apparatus for preventing an incorrectly boarding of an autonomous driving vehicle capable of determining a crime situation inside an autonomous driving taxi.

The present disclosure provides a method for preventing an incorrect boarding of an autonomous driving vehicle capable of determining a crime situation by identifying abnormal voice information determined as a scream sound in an emergency situation of a passenger using a passenger terminal.

In an aspect, a method for preventing an incorrect boarding of an autonomous driving vehicle using a passenger terminal includes: calling a first vehicle; acquiring positional information of the first vehicle and positional information of a passenger terminal; determining that a passenger boards a second vehicle when a position of the passenger terminal is continuously changed and a position of the first vehicle and the position of the passenger terminal are farther than a preset distance after a time point when the first vehicle is called; displaying a message inquiring whether to transfer to the first vehicle on a display of the passenger terminal; and transmitting a response to the message to a server.

In the determining that the passenger boards the second vehicle, it may be determined that the passenger boards the second vehicle if it is determined that a moving speed of the passenger terminal is equal to or greater than a preset threshold value based on the positional information of the passenger terminal.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: requesting the server for vehicle information on the second vehicle and receiving the vehicle information to check a communication connection of the second vehicle; determining that the second vehicle is an unregistered vehicle when the vehicle information is not received from the server because there is no registration information on the second vehicle; and displaying a message indicating that the second vehicle is the unregistered vehicle on a display unit of the passenger terminal.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: calculating a path difference by comparing a reservation path when the first vehicle is called with movement information of the passenger based on the positional information of the passenger terminal; determining whether the calculated path difference is equal to or greater than a preset threshold value; and determining that a suspected crime situation occurs if it is determined that the path difference is equal to or greater than the preset threshold value and transmitting a rescue request message to the server.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: acquiring voice data of the passenger through a voice recognition device of the passenger terminal; identifying a non-ideal voice determined to be a scream sound from the acquired voice data; and determining that a crime is suspected and transmitting a rescue request message to the server when the non-ideal voice is identified.

The identifying of the non-ideal voice may include: sampling inspection target data to be input to a scream detection model from the acquired voice data; inputting the inspection target data to an input layer of the scream detection model; and determining whether a passenger's voice corresponds to a non-ideal voice determined as a scream sound based on an output value of the scream detection model.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: starting a search as to whether the passenger boards the second vehicle when a distance between the passenger terminal and the first vehicle approaches less than a specific distance.

The specific distance may be set differently depending on at least one object type or the number of objects existing between the first vehicle and the passenger terminal.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: receiving information on the reservation of the first vehicle from the server when a response of the passenger is a message requesting a transfer, in which the information on the reservation of the first vehicle may include a desired transfer location.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: transmitting a rescue request message to the server when the positional information of the passenger terminal is far away by the preset distance from a point closest to the desired transfer location.

The method for preventing an incorrect boarding of an autonomous driving vehicle may further include: determining that the passenger is in an unresponsive state and transmitting a rescue request message to the server when a response is not transmitted to the server through the passenger terminal within a preset time.

In another aspect, a passenger terminal for preventing an incorrect boarding of an autonomous driving vehicle includes: a communication module; a memory; a processor; a position generating device; and a display unit, in which the communication module calls a first vehicle, receives positional information of the first vehicle, and transmits a message inquiring whether to transfer, the position generating device acquires positional information of the passenger terminal, and determines that a passenger boards a second vehicle when a position of the passenger terminal is continuously changed and a position of the first vehicle and the position of the passenger terminal are farther than a preset distance after a time point when the first vehicle is called, and the display unit displays a message inquiring whether to transfer to the first vehicle.

In still another aspect, a method for preventing an incorrect boarding of an autonomous driving vehicle using a first vehicle that a passenger calls includes: receiving positional information of the first vehicle and positional information of a passenger terminal when a distance between the passenger terminal and the first vehicle approaches less than a specific distance; determining that a passenger boards a second vehicle when a position of the passenger terminal is continuously changed and a position of the first vehicle and the position of the passenger terminal are farther than a preset distance; and tracking the second vehicle based on the positional information of the passenger terminal.

BRIEF DESCRIPTION OF THE DRAWINGS

Accompanying drawings included as a part of the detailed description for helping understand the present disclosure provide embodiments of the present disclosure and are provided to describe technical features of the present disclosure with the detailed description.

FIG. 1 is a block diagram of a wireless communication system to which methods proposed in the disclosure are applicable.

FIG. 2 shows an example of a signal transmission/reception method in a wireless communication system.

FIG. 3 shows an example of basic operations of an autonomous vehicle and a 5G network in a 5G communication system.

FIG. 4 shows an example of a basic operation between vehicles using 5G communication.

FIG. 5 illustrates a vehicle according to an embodiment of the present disclosure.

FIG. 6 is a control block diagram of the vehicle according to an embodiment of the present disclosure.

FIG. 7 is a control block diagram of an autonomous device according to an embodiment of the present disclosure.

FIG. 8 is a diagram showing a signal flow in an autonomous vehicle according to an embodiment of the present disclosure.

FIG. 9 is a diagram illustrating the interior of a vehicle according to an embodiment of the present disclosure.

FIG. 10 is a block diagram referred to in description of a cabin system for a vehicle according to an embodiment of the present disclosure.

FIG. 11 is a diagram referred to in description of a usage scenario of a user according to an embodiment of the present disclosure.

FIGS. 12A and 12B are diagrams illustrating an artificial neural network according to an embodiment of the present disclosure;

FIG. 13 is a diagram illustrating a system for preventing an incorrect boarding of a passenger according to an embodiment of the present disclosure.

FIGS. 14A and 14B are sequential diagrams of a system for preventing an incorrect boarding according to the embodiment of the present disclosure.

FIG. 15 is a flowchart illustrating a method for preventing an incorrect boarding of an autonomous driving vehicle using a passenger terminal according to an embodiment of the present disclosure.

FIGS. 16A and 16B are flowcharts illustrating a method for determining whether a passenger boards a second vehicle using a passenger terminal according to an embodiment of the present disclosure.

FIG. 17 is a flowchart illustrating a method for monitoring a crime situation of an autonomous driving vehicle using a passenger terminal according to an embodiment of the present disclosure.

FIG. 18 is a flowchart illustrating a method for detecting a scream sound using a passenger terminal according to an embodiment of the present disclosure.

FIG. 19 is a flowchart illustrating a method for determining whether a second vehicle is a vehicle registered in a server according to various embodiments of the present disclosure.

FIGS. 20A to 20C and 21 are diagrams illustrating an example of a UI display according to an embodiment of the present disclosure;

FIG. 22 is a diagram illustrating a method for tracking a second vehicle using a first vehicle according to another embodiment of the present disclosure.

The accompanying drawings, which are included as part of the detailed description to assist understanding of the invention, illustrate embodiments of the invention and explain the technical features of the invention together with the detailed description.

DETAILED DESCRIPTION

Hereinafter, embodiments of the disclosure will be described in detail with reference to the attached drawings. The same or similar components are given the same reference numbers and redundant description thereof is omitted. The suffixes “module” and “unit” of elements herein are used for convenience of description and thus can be used interchangeably and do not have any distinguishable meanings or functions. Further, in the following description, if a detailed description of known techniques associated with the present disclosure would unnecessarily obscure the gist of the present disclosure, detailed description thereof will be omitted. In addition, the attached drawings are provided for easy understanding of embodiments of the disclosure and do not limit technical spirits of the disclosure, and the embodiments should be construed as including all modifications, equivalents, and alternatives falling within the spirit and scope of the embodiments.

While terms, such as “first”, “second”, etc., may be used to describe various components, such components must not be limited by the above terms. The above terms are used only to distinguish one component from another.

When an element is “coupled” or “connected” to another element, it should be understood that a third element may be present between the two elements although the element may be directly coupled or connected to the other element. When an element is “directly coupled” or “directly connected” to another element, it should be understood that no element is present between the two elements.

The singular forms are intended to include the plural forms as well, unless the context clearly indicates otherwise.

In addition, in the specification, it will be further understood that the terms “comprise” and “include” specify the presence of stated features, integers, steps, operations, elements, components, and/or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or combinations.

A. Example of Block Diagram of UE and 5G Network

FIG. 1 is a block diagram of a wireless communication system to which methods proposed in the disclosure are applicable.

Referring to FIG. 1, a device (autonomous device) including an autonomous module is defined as a first communication device (910 of FIG. 1), and a processor 911 can perform detailed autonomous operations.

A 5G network including another vehicle communicating with the autonomous device is defined as a second communication device (920 of FIG. 1), and a processor 921 can perform detailed autonomous operations.

The 5G network may be represented as the first communication device and the autonomous device may be represented as the second communication device.

For example, the first communication device or the second communication device may be a base station, a network node, a transmission terminal, a reception terminal, a wireless device, a wireless communication device, an autonomous device, or the like.

For example, a terminal or user equipment (UE) may include a vehicle, a cellular phone, a smart phone, a laptop computer, a digital broadcast terminal, personal digital assistants (PDAs), a portable multimedia player (PMP), a navigation device, a slate PC, a tablet PC, an ultrabook, a wearable device (e.g., a smartwatch, a smart glass and a head mounted display (HMD)), etc. For example, the HMD may be a display device worn on the head of a user. For example, the HMD may be used to realize VR, AR or MR. Referring to FIG. 1, the first communication device 910 and the second communication device 920 include processors 911 and 921, memories 914 and 924, one or more Tx/Rx radio frequency (RF) modules 915 and 925, Tx processors 912 and 922, Rx processors 913 and 923, and antennas 916 and 926. The Tx/Rx module is also referred to as a transceiver. Each Tx/Rx module 915 transmits a signal through each antenna 926. The processor implements the aforementioned functions, processes and/or methods. The processor 921 may be related to the memory 924 that stores program code and data. The memory may be referred to as a computer-readable medium. More specifically, the Tx processor 912 implements various signal processing functions with respect to L1 (i.e., physical layer) in DL (communication from the first communication device to the second communication device). The Rx processor implements various signal processing functions of L1 (i.e., physical layer).

UL (communication from the second communication device to the first communication device) is processed in the first communication device 910 in a way similar to that described in association with a receiver function in the second communication device 920. Each Tx/Rx module 925 receives a signal through each antenna 926. Each Tx/Rx module provides RF carriers and information to the Rx processor 923. The processor 921 may be related to the memory 924 that stores program code and data. The memory may be referred to as a computer-readable medium.

B. Signal Transmission/Reception Method in Wireless Communication System

FIG. 2 is a diagram showing an example of a signal transmission/reception method in a wireless communication system.

Referring to FIG. 2, when a UE is powered on or enters a new cell, the UE performs an initial cell search operation such as synchronization with a BS (S201). For this operation, the UE can receive a primary synchronization channel (P-SCH) and a secondary synchronization channel (S-SCH) from the BS to synchronize with the BS and acquire information such as a cell ID. In LTE and NR systems, the P-SCH and S-SCH are respectively called a primary synchronization signal (PSS) and a secondary synchronization signal (SSS). After initial cell search, the UE can acquire broadcast information in the cell by receiving a physical broadcast channel (PBCH) from the BS. Further, the UE can receive a downlink reference signal (DL RS) in the initial cell search step to check a downlink channel state. After initial cell search, the UE can acquire more detailed system information by receiving a physical downlink shared channel (PDSCH) according to a physical downlink control channel (PDCCH) and information included in the PDCCH (S202).

Meanwhile, when the UE initially accesses the BS or has no radio resource for signal transmission, the UE can perform a random access procedure (RACH) for the BS (steps S203 to S206). To this end, the UE can transmit a specific sequence as a preamble through a physical random access channel (PRACH) (S203 and S205) and receive a random access response (RAR) message for the preamble through a PDCCH and a corresponding PDSCH (S204 and S206). In the case of a contention-based RACH, a contention resolution procedure may be additionally performed.

After the UE performs the above-described process, the UE can perform PDCCH/PDSCH reception (S207) and physical uplink shared channel (PUSCH)/physical uplink control channel (PUCCH) transmission (S208) as normal uplink/downlink signal transmission processes. Particularly, the UE receives downlink control information (DCI) through the PDCCH. The UE monitors a set of PDCCH candidates in monitoring occasions set for one or more control element sets (CORESET) on a serving cell according to corresponding search space configurations. A set of PDCCH candidates to be monitored by the UE is defined in terms of search space sets, and a search space set may be a common search space set or a UE-specific search space set. CORESET includes a set of (physical) resource blocks having a duration of one to three OFDM symbols. A network can configure the UE such that the UE has a plurality of CORESETs. The UE monitors PDCCH candidates in one or more search space sets. Here, monitoring means attempting decoding of PDCCH candidate(s) in a search space. When the UE has successfully decoded one of PDCCH candidates in a search space, the UE determines that a PDCCH has been detected from the PDCCH candidate and performs PDSCH reception or PUSCH transmission on the basis of DCI in the detected PDCCH. The PDCCH can be used to schedule DL transmissions over a PDSCH and UL transmissions over a PUSCH. Here, the DCI in the PDCCH includes downlink assignment (i.e., downlink grant (DL grant)) related to a physical downlink shared channel and including at least a modulation and coding format and resource allocation information, or an uplink grant (UL grant) related to a physical uplink shared channel and including a modulation and coding format and resource allocation information.

An initial access (IA) procedure in a 5G communication system will be additionally described with reference to FIG. 2.

The UE can perform cell search, system information acquisition, beam alignment for initial access, and DL measurement on the basis of an SSB. The SSB is interchangeably used with a synchronization signal/physical broadcast channel (SS/PBCH) block.

The SSB includes a PSS, an SSS and a PBCH. The SSB is configured in four consecutive OFDM symbols, and a PSS, a PBCH, an SSS/PBCH or a PBCH is transmitted for each OFDM symbol. Each of the PSS and the SSS includes one OFDM symbol and 127 subcarriers, and the PBCH includes 3 OFDM symbols and 576 subcarriers.

Cell search refers to a process in which a UE acquires time/frequency synchronization of a cell and detects a cell identifier (ID) (e.g., physical layer cell ID (PCI)) of the cell. The PSS is used to detect a cell ID in a cell ID group and the SSS is used to detect a cell ID group. The PBCH is used to detect an SSB (time) index and a half-frame.

There are 336 cell ID groups and there are 3 cell IDs per cell ID group. A total of 1008 cell IDs are present. Information on a cell ID group to which a cell ID of a cell belongs is provided/acquired through an SSS of the cell, and information on the cell ID among 336 cell ID groups is provided/acquired through a PSS.

The SSB is periodically transmitted in accordance with SSB periodicity. A default SSB periodicity assumed by a UE during initial cell search is defined as 20 ms. After cell access, the SSB periodicity can be set to one of {5 ms, 10 ms, 20 ms, 40 ms, 80 ms, 160 ms} by a network (e.g., a BS).

Next, acquisition of system information (SI) will be described.

SI is divided into a master information block (MIB) and a plurality of system information blocks (SIBs). SI other than the MIB may be referred to as remaining minimum system information. The MIB includes information/parameter for monitoring a PDCCH that schedules a PDSCH carrying SIB1 (SystemInformationBlock1) and is transmitted by a BS through a PBCH of an SSB. SIB1 includes information related to availability and scheduling (e.g., transmission periodicity and SI-window size) of the remaining SIBs (hereinafter, SIBx, x is an integer equal to or greater than 2). SiBx is included in an SI message and transmitted over a PDSCH. Each SI message is transmitted within a periodically generated time window (i.e., SI-window).

A random access (RA) procedure in a 5G communication system will be additionally described with reference to FIG. 2.

A random access procedure is used for various purposes. For example, the random access procedure can be used for network initial access, handover, and UE-triggered UL data transmission. A UE can acquire UL synchronization and UL transmission resources through the random access procedure. The random access procedure is classified into a contention-based random access procedure and a contention-free random access procedure. A detailed procedure for the contention-based random access procedure is as follows.

A UE can transmit a random access preamble through a PRACH as Msg1 of a random access procedure in UL. Random access preamble sequences having different two lengths are supported. A long sequence length 839 is applied to subcarrier spacings of 1.25 kHz and 5 kHz and a short sequence length 139 is applied to subcarrier spacings of 15 kHz, 30 kHz, 60 kHz and 120 kHz.

When a BS receives the random access preamble from the UE, the BS transmits a random access response (RAR) message (Msg2) to the UE. A PDCCH that schedules a PDSCH carrying a RAR is CRC masked by a random access (RA) radio network temporary identifier (RNTI) (RA-RNTI) and transmitted. Upon detection of the PDCCH masked by the RA-RNTI, the UE can receive a RAR from the PDSCH scheduled by DCI carried by the PDCCH. The UE checks whether the RAR includes random access response information with respect to the preamble transmitted by the UE, that is, Msg1. Presence or absence of random access information with respect to Msg1 transmitted by the UE can be determined according to presence or absence of a random access preamble ID with respect to the preamble transmitted by the UE. If there is no response to Msg1, the UE can retransmit the RACH preamble less than a predetermined number of times while performing power ramping. The UE calculates PRACH transmission power for preamble retransmission on the basis of most recent pathloss and a power ramping counter.

The UE can perform UL transmission through Msg3 of the random access procedure over a physical uplink shared channel on the basis of the random access response information. Msg3 can include an RRC connection request and a UE ID. The network can transmit Msg4 as a response to Msg3, and Msg4 can be handled as a contention resolution message on DL. The UE can enter an RRC connected state by receiving Msg4.

C. Beam Management (BM) Procedure of 5G Communication System

A BM procedure can be divided into (1) a DL MB procedure using an SSB or a CSI-RS and (2) a UL BM procedure using a sounding reference signal (SRS). In addition, each BM procedure can include Tx beam swiping for determining a Tx beam and Rx beam swiping for determining an Rx beam.

The DL BM procedure using an SSB will be described.

Configuration of a beam report using an SSB is performed when channel state information (CSI)/beam is configured in RRC_CONNECTED.

- A UE receives a CSI-ResourceConfig IE including CSI-SSB-ResourceSetList for SSB resources used for BM from a BS. The RRC parameter “csi-SSB-ResourceSetList” represents a list of SSB resources used for beam management and report in one resource set. Here, an SSB resource set can be set as {SSB×1, SSB×2, SSB×3, SSB×4, . . . }. An SSB index can be defined in the range of 0 to 63.
- The UE receives the signals on SSB resources from the BS on the basis of the CSI-SSB-ResourceSetList.
- When CSI-RS reportConfig with respect to a report on SSBRI and reference signal received power (RSRP) is set, the UE reports the best SSBRI and RSRP corresponding thereto to the BS. For example, when reportQuantity of the CSI-RS reportConfig IE is set to ‘ssb-Index-RSRP’, the UE reports the best SSBRI and RSRP corresponding thereto to the BS.

When a CSI-RS resource is configured in the same OFDM symbols as an SSB and ‘QCL-TypeD’ is applicable, the UE can assume that the CSI-RS and the SSB are quasi co-located (QCL) from the viewpoint of ‘QCL-TypeD’. Here, QCL-TypeD may mean that antenna ports are quasi co-located from the viewpoint of a spatial Rx parameter. When the UE receives signals of a plurality of DL antenna ports in a QCL-TypeD relationship, the same Rx beam can be applied.

Next, a DL BM procedure using a CSI-RS will be described.

An Rx beam determination (or refinement) procedure of a UE and a Tx beam swiping procedure of a BS using a CSI-RS will be sequentially described. A repetition parameter is set to ‘ON’ in the Rx beam determination procedure of a UE and set to ‘OFF’ in the Tx beam swiping procedure of a BS.

First, the Rx beam determination procedure of a UE will be described.

- The UE receives an NZP CSI-RS resource set IE including an RRC parameter with respect to ‘repetition’ from a BS through RRC signaling. Here, the RRC parameter ‘repetition’ is set to ‘ON’.
- The UE repeatedly receives signals on resources in a CSI-RS resource set in which the RRC parameter ‘repetition’ is set to ‘ON’ in different OFDM symbols through the same Tx beam (or DL spatial domain transmission filters) of the BS.
- The UE determines an RX beam thereof
- The UE skips a CSI report. That is, the UE can skip a CSI report when the RRC parameter ‘repetition’ is set to ‘ON’.

Next, the Tx beam determination procedure of a BS will be described.

- A UE receives an NZP CSI-RS resource set IE including an RRC parameter with respect to ‘repetition’ from the BS through RRC signaling. Here, the RRC parameter ‘repetition’ is related to the Tx beam swiping procedure of the BS when set to ‘OFF’.
- The UE receives signals on resources in a CSI-RS resource set in which the RRC parameter ‘repetition’ is set to ‘OFF’ in different DL spatial domain transmission filters of the BS.
- The UE selects (or determines) a best beam.
- The UE reports an ID (e.g., CRI) of the selected beam and related quality information (e.g., RSRP) to the BS. That is, when a CSI-RS is transmitted for BM, the UE reports a CRI and RSRP with respect thereto to the BS.

Next, the UL BM procedure using an SRS will be described.

- A UE receives RRC signaling (e.g., SRS-Config IE) including a (RRC parameter) purpose parameter set to ‘beam management” from a BS. The SRS-Config IE is used to set SRS transmission. The SRS-Config IE includes a list of SRS-Resources and a list of SRS-ResourceSets. Each SRS resource set refers to a set of SRS-resources.

The UE determines Tx beamforming for SRS resources to be transmitted on the basis of SRS-SpatialRelation Info included in the SRS-Config IE. Here, SRS-SpatialRelation Info is set for each SRS resource and indicates whether the same beamforming as that used for an SSB, a CSI-RS or an SRS will be applied for each SRS resource.

- When SRS-SpatialRelationInfo is set for SRS resources, the same beamforming as that used for the SSB, CSI-RS or SRS is applied. However, when SRS-SpatialRelationInfo is not set for SRS resources, the UE arbitrarily determines Tx beamforming and transmits an SRS through the determined Tx beamforming.

Next, a beam failure recovery (BFR) procedure will be described.

In a beamformed system, radio link failure (RLF) may frequently occur due to rotation, movement or beamforming blockage of a UE. Accordingly, NR supports BFR in order to prevent frequent occurrence of RLF. BFR is similar to a radio link failure recovery procedure and can be supported when a UE knows new candidate beams. For beam failure detection, a BS configures beam failure detection reference signals for a UE, and the UE declares beam failure when the number of beam failure indications from the physical layer of the UE reaches a threshold set through RRC signaling within a period set through RRC signaling of the BS. After beam failure detection, the UE triggers beam failure recovery by initiating a random access procedure in a PCell and performs beam failure recovery by selecting a suitable beam. (When the BS provides dedicated random access resources for certain beams, these are prioritized by the UE). Completion of the aforementioned random access procedure is regarded as completion of beam failure recovery.

D. URLLC (Ultra-Reliable and Low Latency Communication)

URLLC transmission defined in NR can refer to (1) a relatively low traffic size, (2) a relatively low arrival rate, (3) extremely low latency requirements (e.g., 0.5 and 1 ms), (4) relatively short transmission duration (e.g., 2 OFDM symbols), (5) urgent services/messages, etc. In the case of UL, transmission of traffic of a specific type (e.g., URLLC) needs to be multiplexed with another transmission (e.g., eMBB) scheduled in advance in order to satisfy more stringent latency requirements. In this regard, a method of providing information indicating preemption of specific resources to a UE scheduled in advance and allowing a URLLC UE to use the resources for UL transmission is provided.

NR supports dynamic resource sharing between eMBB and URLLC. eMBB and URLLC services can be scheduled on non-overlapping time/frequency resources, and URLLC transmission can occur in resources scheduled for ongoing eMBB traffic. An eMBB UE may not ascertain whether PDSCH transmission of the corresponding UE has been partially punctured and the UE may not decode a PDSCH due to corrupted coded bits. In view of this, NR provides a preemption indication. The preemption indication may also be referred to as an interrupted transmission indication.

With regard to the preemption indication, a UE receives DownlinkPreemption IE through RRC signaling from a BS. When the UE is provided with DownlinkPreemption IE, the UE is configured with INT-RNTI provided by a parameter int-RNTI in DownlinkPreemption IE for monitoring of a PDCCH that conveys DCI format 2_1. The UE is additionally configured with a corresponding set of positions for fields in DCI format 2_1 according to a set of serving cells and positionInDCI by INT-ConfigurationPerServing Cell including a set of serving cell indexes provided by servingCellID, configured having an information payload size for DCI format 2_1 according to dci-Payloadsize, and configured with indication granularity of time-frequency resources according to timeFrequencySect.

The UE receives DCI format 2_1 from the BS on the basis of the DownlinkPreemption IE.

When the UE detects DCI format 2_1 for a serving cell in a configured set of serving cells, the UE can assume that there is no transmission to the UE in PRBs and symbols indicated by the DCI format 2_1 in a set of PRBs and a set of symbols in a last monitoring period before a monitoring period to which the DCI format 2_1 belongs. For example, the UE assumes that a signal in a time-frequency resource indicated according to preemption is not DL transmission scheduled therefor and decodes data on the basis of signals received in the remaining resource region.

E. mMTC (Massive MTC)

mMTC (massive Machine Type Communication) is one of 5G scenarios for supporting a hyper-connection service providing simultaneous communication with a large number of UEs. In this environment, a UE intermittently performs communication with a very low speed and mobility. Accordingly, a main goal of mMTC is operating a UE for a long time at a low cost. With respect to mMTC, 3GPP deals with MTC and NB (NarrowBand)-IoT.

mMTC has features such as repetitive transmission of a PDCCH, a PUCCH, a PDSCH (physical downlink shared channel), a PUSCH, etc., frequency hopping, retuning, and a guard period.

That is, a PUSCH (or a PUCCH (particularly, a long PUCCH) or a PRACH) including specific information and a PDSCH (or a PDCCH) including a response to the specific information are repeatedly transmitted. Repetitive transmission is performed through frequency hopping, and for repetitive transmission, (RF) retuning from a first frequency resource to a second frequency resource is performed in a guard period and the specific information and the response to the specific information can be transmitted/received through a narrowband (e.g., 6 resource blocks (RBs) or 1 RB).

F. Basic Operation Between Autonomous Vehicles Using 5G Communication

FIG. 3 shows an example of basic operations of an autonomous vehicle and a 5G network in a 5G communication system.

The autonomous vehicle transmits specific information to the 5G network (S1). The specific information may include autonomous driving related information. In addition, the 5G network can determine whether to remotely control the vehicle (S2). Here, the 5G network may include a server or a module which performs remote control related to autonomous driving. In addition, the 5G network can transmit information (or signal) related to remote control to the autonomous vehicle (S3).

G. Applied Operations Between Autonomous Vehicle and 5G Network in 5G Communication System

Hereinafter, the operation of an autonomous vehicle using 5G communication will be described in more detail with reference to wireless communication technology (BM procedure, URLLC, mMTC, etc.) described in FIGS. 1 and 2.

First, a basic procedure of an applied operation to which a method proposed by the present disclosure which will be described later and eMBB of 5G communication are applied will be described.

As in steps S1 and S3 of FIG. 3, the autonomous vehicle performs an initial access procedure and a random access procedure with the 5G network prior to step S1 of FIG. 3 in order to transmit/receive signals, information and the like to/from the 5G network.

More specifically, the autonomous vehicle performs an initial access procedure with the 5G network on the basis of an SSB in order to acquire DL synchronization and system information. A beam management (BM) procedure and a beam failure recovery procedure may be added in the initial access procedure, and quasi-co-location (QCL) relation may be added in a process in which the autonomous vehicle receives a signal from the 5G network.

In addition, the autonomous vehicle performs a random access procedure with the 5G network for UL synchronization acquisition and/or UL transmission. The 5G network can transmit, to the autonomous vehicle, a UL grant for scheduling transmission of specific information. Accordingly, the autonomous vehicle transmits the specific information to the 5G network on the basis of the UL grant. In addition, the 5G network transmits, to the autonomous vehicle, a DL grant for scheduling transmission of 5G processing results with respect to the specific information. Accordingly, the 5G network can transmit, to the autonomous vehicle, information (or a signal) related to remote control on the basis of the DL grant.

Next, a basic procedure of an applied operation to which a method proposed by the present disclosure which will be described later and URLLC of 5G communication are applied will be described.

As described above, an autonomous vehicle can receive DownlinkPreemption IE from the 5G network after the autonomous vehicle performs an initial access procedure and/or a random access procedure with the 5G network. Then, the autonomous vehicle receives DCI format 2_1 including a preemption indication from the 5G network on the basis of DownlinkPreemption IE. The autonomous vehicle does not perform (or expect or assume) reception of eMBB data in resources (PRBs and/or OFDM symbols) indicated by the preemption indication. Thereafter, when the autonomous vehicle needs to transmit specific information, the autonomous vehicle can receive a UL grant from the 5G network.

Next, a basic procedure of an applied operation to which a method proposed by the present disclosure which will be described later and mMTC of 5G communication are applied will be described.

Description will focus on parts in the steps of FIG. 3 which are changed according to application of mMTC.

In step S1 of FIG. 3, the autonomous vehicle receives a UL grant from the 5G network in order to transmit specific information to the 5G network. Here, the UL grant may include information on the number of repetitions of transmission of the specific information and the specific information may be repeatedly transmitted on the basis of the information on the number of repetitions. That is, the autonomous vehicle transmits the specific information to the 5G network on the basis of the UL grant. Repetitive transmission of the specific information may be performed through frequency hopping, the first transmission of the specific information may be performed in a first frequency resource, and the second transmission of the specific information may be performed in a second frequency resource. The specific information can be transmitted through a narrowband of 6 resource blocks (RBs) or 1 RB.

H. Autonomous Driving Operation Between Vehicles Using 5G Communication

FIG. 4 shows an example of a basic operation between vehicles using 5G communication.

A first vehicle transmits specific information to a second vehicle (S61). The second vehicle transmits a response to the specific information to the first vehicle (S62).

Meanwhile, a configuration of an applied operation between vehicles may depend on whether the 5G network is directly (sidelink communication transmission mode 3) or indirectly (sidelink communication transmission mode 4) involved in resource allocation for the specific information and the response to the specific information.

Next, an applied operation between vehicles using 5G communication will be described.

First, a method in which a 5G network is directly involved in resource allocation for signal transmission/reception between vehicles will be described.

The 5G network can transmit DCI format 5A to the first vehicle for scheduling of mode-3 transmission (PSCCH and/or PSSCH transmission). Here, a physical sidelink control channel (PSCCH) is a 5G physical channel for scheduling of transmission of specific information a physical sidelink shared channel (PSSCH) is a 5G physical channel for transmission of specific information. In addition, the first vehicle transmits SCI format 1 for scheduling of specific information transmission to the second vehicle over a PSCCH. Then, the first vehicle transmits the specific information to the second vehicle over a PSSCH.

Next, a method in which a 5G network is indirectly involved in resource allocation for signal transmission/reception will be described.

The first vehicle senses resources for mode-4 transmission in a first window. Then, the first vehicle selects resources for mode-4 transmission in a second window on the basis of the sensing result. Here, the first window refers to a sensing window and the second window refers to a selection window. The first vehicle transmits SCI format 1 for scheduling of transmission of specific information to the second vehicle over a PSCCH on the basis of the selected resources. Then, the first vehicle transmits the specific information to the second vehicle over a PSSCH.

The above-described 5G communication technology can be combined with methods proposed in the present disclosure which will be described later and applied or can complement the methods proposed in the present disclosure to make technical features of the methods concrete and clear.

Driving

(1) Exterior of Vehicle

FIG. 5 is a diagram showing a vehicle according to an embodiment of the present disclosure.

Referring to FIG. 5, a vehicle 10 according to an embodiment of the present disclosure is defined as a transportation means traveling on roads or railroads. The vehicle 10 includes a car, a train and a motorcycle. The vehicle 10 may include an internal-combustion engine vehicle having an engine as a power source, a hybrid vehicle having an engine and a motor as a power source, and an electric vehicle having an electric motor as a power source. The vehicle 10 may be a private own vehicle. The vehicle 10 may be a shared vehicle. The vehicle 10 may be an autonomous vehicle.

(2) Components of Vehicle

FIG. 6 is a control block diagram of the vehicle according to an embodiment of the present disclosure.

Referring to FIG. 6, the vehicle 10 may include a user interface device 200, an object detection device 210, a communication device 220, a driving operation device 230, a main ECU 240, a driving control device 250, an autonomous device 260, a sensing unit 270, and a position data generation device 280. The object detection device 210, the communication device 220, the driving operation device 230, the main ECU 240, the driving control device 250, the autonomous device 260, the sensing unit 270 and the position data generation device 280 may be realized by electronic devices which generate electric signals and exchange the electric signals from one another.

1) User Interface Device

The user interface device 200 is a device for communication between the vehicle 10 and a user. The user interface device 200 can receive user input and provide information generated in the vehicle 10 to the user. The vehicle 10 can realize a user interface (UI) or user experience (UX) through the user interface device 200. The user interface device 200 may include an input device, an output device and a user monitoring device.

2) Object Detection Device

The object detection device 210 can generate information about objects outside the vehicle 10. Information about an object can include at least one of information on presence or absence of the object, positional information of the object, information on a distance between the vehicle 10 and the object, and information on a relative speed of the vehicle 10 with respect to the object. The object detection device 210 can detect objects outside the vehicle 10. The object detection device 210 may include at least one sensor which can detect objects outside the vehicle 10. The object detection device 210 may include at least one of a camera, a radar, a lidar, an ultrasonic sensor and an infrared sensor. The object detection device 210 can provide data about an object generated on the basis of a sensing signal generated from a sensor to at least one electronic device included in the vehicle.

2.1) Camera

The camera can generate information about objects outside the vehicle 10 using images. The camera may include at least one lens, at least one image sensor, and at least one processor which is electrically connected to the image sensor, processes received signals and generates data about objects on the basis of the processed signals.

The camera may be at least one of a mono camera, a stereo camera and an around view monitoring (AVM) camera. The camera can acquire positional information of objects, information on distances to objects, or information on relative speeds with respect to objects using various image processing algorithms. For example, the camera can acquire information on a distance to an object and information on a relative speed with respect to the object from an acquired image on the basis of change in the size of the object over time. For example, the camera may acquire information on a distance to an object and information on a relative speed with respect to the object through a pin-hole model, road profiling, or the like. For example, the camera may acquire information on a distance to an object and information on a relative speed with respect to the object from a stereo image acquired from a stereo camera on the basis of disparity information.

The camera may be attached at a portion of the vehicle at which FOV (field of view) can be secured in order to photograph the outside of the vehicle. The camera may be disposed in proximity to the front windshield inside the vehicle in order to acquire front view images of the vehicle. The camera may be disposed near a front bumper or a radiator grill. The camera may be disposed in proximity to a rear glass inside the vehicle in order to acquire rear view images of the vehicle. The camera may be disposed near a rear bumper, a trunk or a tail gate. The camera may be disposed in proximity to at least one of side windows inside the vehicle in order to acquire side view images of the vehicle. Alternatively, the camera may be disposed near a side mirror, a fender or a door.

2.2) Radar

The radar can generate information about an object outside the vehicle using electromagnetic waves. The radar may include an electromagnetic wave transmitter, an electromagnetic wave receiver, and at least one processor which is electrically connected to the electromagnetic wave transmitter and the electromagnetic wave receiver, processes received signals and generates data about an object on the basis of the processed signals. The radar may be realized as a pulse radar or a continuous wave radar in terms of electromagnetic wave emission. The continuous wave radar may be realized as a frequency modulated continuous wave (FMCW) radar or a frequency shift keying (FSK) radar according to signal waveform. The radar can detect an object through electromagnetic waves on the basis of TOF (Time of Flight) or phase shift and detect the position of the detected object, a distance to the detected object and a relative speed with respect to the detected object. The radar may be disposed at an appropriate position outside the vehicle in order to detect objects positioned in front of, behind or on the side of the vehicle.

2.3) Lidar

The lidar can generate information about an object outside the vehicle 10 using a laser beam. The lidar may include a light transmitter, a light receiver, and at least one processor which is electrically connected to the light transmitter and the light receiver, processes received signals and generates data about an object on the basis of the processed signal. The lidar may be realized according to TOF or phase shift. The lidar may be realized as a driven type or a non-driven type. A driven type lidar may be rotated by a motor and detect an object around the vehicle 10. A non-driven type lidar may detect an object positioned within a predetermined range from the vehicle according to light steering. The vehicle 10 may include a plurality of non-drive type lidars. The lidar can detect an object through a laser beam on the basis of TOF (Time of Flight) or phase shift and detect the position of the detected object, a distance to the detected object and a relative speed with respect to the detected object. The lidar may be disposed at an appropriate position outside the vehicle in order to detect objects positioned in front of, behind or on the side of the vehicle.

3) Communication Device

The communication device 220 can exchange signals with devices disposed outside the vehicle 10. The communication device 220 can exchange signals with at least one of infrastructure (e.g., a server and a broadcast station), another vehicle and a terminal. The communication device 220 may include a transmission antenna, a reception antenna, and at least one of a radio frequency (RF) circuit and an RF element which can implement various communication protocols in order to perform communication.

For example, the communication device can exchange signals with external devices on the basis of C-V2X (Cellular V2X). For example, C-V2X can include sidelink communication based on LTE and/or sidelink communication based on NR. Details related to C-V2X will be described later.

For example, the communication device can exchange signals with external devices on the basis of DSRC (Dedicated Short Range Communications) or WAVE (Wireless Access in Vehicular Environment) standards based on IEEE 802.11p PHY/MAC layer technology and IEEE 1609 Network/Transport layer technology. DSRC (or WAVE standards) is communication specifications for providing an intelligent transport system (ITS) service through short-range dedicated communication between vehicle-mounted devices or between a roadside device and a vehicle-mounted device. DSRC may be a communication scheme that can use a frequency of 5.9 GHz and have a data transfer rate in the range of 3 Mbps to 27 Mbps. IEEE 802.11p may be combined with IEEE 1609 to support DSRC (or WAVE standards).

The communication device of the present disclosure can exchange signals with external devices using only one of C-V2X and DSRC. Alternatively, the communication device of the present disclosure can exchange signals with external devices using a hybrid of C-V2X and DSRC.

4) Driving Operation Device

The driving operation device 230 is a device for receiving user input for driving. In a manual mode, the vehicle 10 may be driven on the basis of a signal provided by the driving operation device 230. The driving operation device 230 may include a steering input device (e.g., a steering wheel), an acceleration input device (e.g., an acceleration pedal) and a brake input device (e.g., a brake pedal).

5) Main ECU

The main ECU 240 can control the overall operation of at least one electronic device included in the vehicle 10.

6) Driving Control Device

The driving control device 250 is a device for electrically controlling various vehicle driving devices included in the vehicle 10. The driving control device 250 may include a power train driving control device, a chassis driving control device, a door/window driving control device, a safety device driving control device, a lamp driving control device, and an air-conditioner driving control device. The power train driving control device may include a power source driving control device and a transmission driving control device. The chassis driving control device may include a steering driving control device, a brake driving control device and a suspension driving control device. Meanwhile, the safety device driving control device may include a seat belt driving control device for seat belt control.

The driving control device 250 includes at least one electronic control device (e.g., a control ECU (Electronic Control Unit)).

The driving control device 250 can control vehicle driving devices on the basis of signals received by the autonomous device 260. For example, the driving control device 250 can control a power train, a steering device and a brake device on the basis of signals received by the autonomous device 260.

7) Autonomous Device

The autonomous device 260 can generate a route for self-driving on the basis of acquired data. The autonomous device 260 can generate a driving plan for traveling along the generated route. The autonomous device 260 can generate a signal for controlling movement of the vehicle according to the driving plan. The autonomous device 260 can provide the signal to the driving control device 250.

The autonomous device 260 can implement at least one ADAS (Advanced Driver Assistance System) function. The ADAS can implement at least one of ACC (Adaptive Cruise Control), AEB (Autonomous Emergency Braking), FCW (Forward Collision Warning), LKA (Lane Keeping Assist), LCA (Lane Change Assist), TFA (Target Following Assist), BSD (Blind Spot Detection), HBA (High Beam Assist), APS (Auto Parking System), a PD collision warning system, TSR (Traffic Sign Recognition), TSA (Traffic Sign Assist), NV (Night Vision), DSM (Driver Status Monitoring) and TJA (Traffic Jam Assist).

The autonomous device 260 can perform switching from a self-driving mode to a manual driving mode or switching from the manual driving mode to the self-driving mode. For example, the autonomous device 260 can switch the mode of the vehicle 10 from the self-driving mode to the manual driving mode or from the manual driving mode to the self-driving mode on the basis of a signal received from the user interface device 200.

8) Sensing Unit

The sensing unit 270 can detect a state of the vehicle. The sensing unit 270 may include at least one of an internal measurement unit (IMU) sensor, a collision sensor, a wheel sensor, a speed sensor, an inclination sensor, a weight sensor, a heading sensor, a position module, a vehicle forward/backward movement sensor, a battery sensor, a fuel sensor, a tire sensor, a steering sensor, a temperature sensor, a humidity sensor, an ultrasonic sensor, an illumination sensor, and a pedal position sensor. Further, the IMU sensor may include one or more of an acceleration sensor, a gyro sensor and a magnetic sensor.

The sensing unit 270 can generate vehicle state data on the basis of a signal generated from at least one sensor. Vehicle state data may be information generated on the basis of data detected by various sensors included in the vehicle. The sensing unit 270 may generate vehicle attitude data, vehicle motion data, vehicle yaw data, vehicle roll data, vehicle pitch data, vehicle collision data, vehicle orientation data, vehicle angle data, vehicle speed data, vehicle acceleration data, vehicle tilt data, vehicle forward/backward movement data, vehicle weight data, battery data, fuel data, tire pressure data, vehicle internal temperature data, vehicle internal humidity data, steering wheel rotation angle data, vehicle external illumination data, data of a pressure applied to an acceleration pedal, data of a pressure applied to a brake panel, etc.

9) Position Data Generation Device

The position data generation device 280 can generate position data of the vehicle 10. The position data generation device 280 may include at least one of a global positioning system (GPS) and a differential global positioning system (DGPS). The position data generation device 280 can generate position data of the vehicle 10 on the basis of a signal generated from at least one of the GPS and the DGPS. According to an embodiment, the position data generation device 280 can correct position data on the basis of at least one of the inertial measurement unit (IMU) sensor of the sensing unit 270 and the camera of the object detection device 210. The position data generation device 280 may also be called a global navigation satellite system (GNSS).

The vehicle 10 may include an internal communication system 50. The plurality of electronic devices included in the vehicle 10 can exchange signals through the internal communication system 50. The signals may include data. The internal communication system 50 can use at least one communication protocol (e.g., CAN, LIN, FlexRay, MOST or Ethernet).

(3) Components of Autonomous Device

FIG. 7 is a control block diagram of the autonomous device according to an embodiment of the present disclosure.

Referring to FIG. 7, the autonomous device 260 may include a memory 140, a processor 170, an interface 180 and a power supply 190.

The memory 140 is electrically connected to the processor 170. The memory 140 can store basic data with respect to units, control data for operation control of units, and input/output data. The memory 140 can store data processed in the processor 170. Hardware-wise, the memory 140 can be configured as at least one of a ROM, a RAM, an EPROM, a flash drive and a hard drive. The memory 140 can store various types of data for overall operation of the autonomous device 260, such as a program for processing or control of the processor 170. The memory 140 may be integrated with the processor 170. According to an embodiment, the memory 140 may be categorized as a subcomponent of the processor 170.

The interface 180 can exchange signals with at least one electronic device included in the vehicle 10 in a wired or wireless manner. The interface 180 can exchange signals with at least one of the object detection device 210, the communication device 220, the driving operation device 230, the main ECU 240, the driving control device 250, the sensing unit 270 and the position data generation device 280 in a wired or wireless manner. The interface 180 can be configured using at least one of a communication module, a terminal, a pin, a cable, a port, a circuit, an element and a device.

The power supply 190 can provide power to the autonomous device 260. The power supply 190 can be provided with power from a power source (e.g., a battery) included in the vehicle 10 and supply the power to each unit of the autonomous device 260. The power supply 190 can operate according to a control signal supplied from the main ECU 240. The power supply 190 may include a switched-mode power supply (SMPS).

The processor 170 can be electrically connected to the memory 140, the interface 180 and the power supply 190 and exchange signals with these components. The processor 170 can be realized using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, and electronic units for executing other functions.

The processor 170 can be operated by power supplied from the power supply 190. The processor 170 can receive data, process the data, generate a signal and provide the signal while power is supplied thereto.

The processor 170 can receive information from other electronic devices included in the vehicle 10 through the interface 180. The processor 170 can provide control signals to other electronic devices in the vehicle 10 through the interface 180.

The autonomous device 260 may include at least one printed circuit board (PCB). The memory 140, the interface 180, the power supply 190 and the processor 170 may be electrically connected to the PCB.

(4) Operation of Autonomous Device

FIG. 8 is a diagram showing a signal flow in an autonomous vehicle according to an embodiment of the present disclosure.

1) Reception Operation

Referring to FIG. 8, the processor 170 can perform a reception operation. The processor 170 can receive data from at least one of the object detection device 210, the communication device 220, the sensing unit 270 and the position data generation device 280 through the interface 180. The processor 170 can receive object data from the object detection device 210. The processor 170 can receive HD map data from the communication device 220. The processor 170 can receive vehicle state data from the sensing unit 270. The processor 170 can receive position data from the position data generation device 280.

2) Processing/Determination Operation

The processor 170 can perform a processing/determination operation. The processor 170 can perform the processing/determination operation on the basis of traveling situation information. The processor 170 can perform the processing/determination operation on the basis of at least one of object data, HD map data, vehicle state data and position data.

2.1) Driving Plan Data Generation Operation

The processor 170 can generate driving plan data. For example, the processor 170 may generate electronic horizon data. The electronic horizon data can be understood as driving plan data in a range from a position at which the vehicle 10 is located to a horizon. The horizon can be understood as a point a predetermined distance before the position at which the vehicle 10 is located on the basis of a predetermined traveling route. The horizon may refer to a point at which the vehicle can arrive after a predetermined time from the position at which the vehicle 10 is located along a predetermined traveling route.

The electronic horizon data can include horizon map data and horizon path data.

2.1.1) Horizon Map Data

The horizon map data may include at least one of topology data, road data, HD map data and dynamic data. According to an embodiment, the horizon map data may include a plurality of layers. For example, the horizon map data may include a first layer that matches the topology data, a second layer that matches the road data, a third layer that matches the HD map data, and a fourth layer that matches the dynamic data. The horizon map data may further include static object data.

The topology data may be explained as a map created by connecting road centers. The topology data is suitable for approximate display of a location of a vehicle and may have a data form used for navigation for drivers. The topology data may be understood as data about road information other than information on driveways. The topology data may be generated on the basis of data received from an external server through the communication device 220. The topology data may be based on data stored in at least one memory included in the vehicle 10.

The road data may include at least one of road slope data, road curvature data and road speed limit data. The road data may further include no-passing zone data. The road data may be based on data received from an external server through the communication device 220. The road data may be based on data generated in the object detection device 210.

The HD map data may include detailed topology information in units of lanes of roads, connection information of each lane, and feature information for vehicle localization (e.g., traffic signs, lane marking/attribute, road furniture, etc.). The HD map data may be based on data received from an external server through the communication device 220.

The dynamic data may include various types of dynamic information which can be generated on roads. For example, the dynamic data may include construction information, variable speed road information, road condition information, traffic information, moving object information, etc. The dynamic data may be based on data received from an external server through the communication device 220. The dynamic data may be based on data generated in the object detection device 210.

The processor 170 can provide map data in a range from a position at which the vehicle 10 is located to the horizon.

2.1.2) Horizon Path Data

The horizon path data may be explained as a trajectory through which the vehicle 10 can travel in a range from a position at which the vehicle 10 is located to the horizon. The horizon path data may include data indicating a relative probability of selecting a road at a decision point (e.g., a fork, a junction, a crossroad, or the like). The relative probability may be calculated on the basis of a time taken to arrive at a final destination. For example, if a time taken to arrive at a final destination is shorter when a first road is selected at a decision point than that when a second road is selected, a probability of selecting the first road can be calculated to be higher than a probability of selecting the second road.

The horizon path data can include a main path and a sub-path. The main path may be understood as a trajectory obtained by connecting roads having a high relative probability of being selected. The sub-path can be branched from at least one decision point on the main path. The sub-path may be understood as a trajectory obtained by connecting at least one road having a low relative probability of being selected at at least one decision point on the main path.

3) Control Signal Generation Operation

The processor 170 can perform a control signal generation operation. The processor 170 can generate a control signal on the basis of the electronic horizon data. For example, the processor 170 may generate at least one of a power train control signal, a brake device control signal and a steering device control signal on the basis of the electronic horizon data.

The processor 170 can transmit the generated control signal to the driving control device 250 through the interface 180. The driving control device 250 can transmit the control signal to at least one of a power train 251, a brake device 252 and a steering device 254.

Cabin

FIG. 9 is a diagram showing the interior of the vehicle according to an embodiment of the present disclosure. FIG. 10 is a block diagram referred to in description of a cabin system for a vehicle according to an embodiment of the present disclosure.

(1) Components of Cabin

Referring to FIGS. 9 and 10, a cabin system 300 for a vehicle (hereinafter, a cabin system) can be defined as a convenience system for a user who uses the vehicle 10. The cabin system 300 can be explained as a high-end system including a display system 350, a cargo system 355, a seat system 360 and a payment system 365. The cabin system 300 may include a main controller 370, a memory 340, an interface 380, a power supply 390, an input device 310, an imaging device 320, a communication device 330, the display system 350, the cargo system 355, the seat system 360 and the payment system 365. The cabin system 300 may further include components in addition to the components described in this specification or may not include some of the components described in this specification according to embodiments.

1) Main Controller

The main controller 370 can be electrically connected to the input device 310, the communication device 330, the display system 350, the cargo system 355, the seat system 360 and the payment system 365 and exchange signals with these components. The main controller 370 can control the input device 310, the communication device 330, the display system 350, the cargo system 355, the seat system 360 and the payment system 365. The main controller 370 may be realized using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, and electronic units for executing other functions.

The main controller 370 may be configured as at least one sub-controller. The main controller 370 may include a plurality of sub-controllers according to an embodiment. The plurality of sub-controllers may individually control the devices and systems included in the cabin system 300. The devices and systems included in the cabin system 300 may be grouped by function or grouped on the basis of seats on which a user can sit.

The main controller 370 may include at least one processor 371. Although FIG. 6 illustrates the main controller 370 including a single processor 371, the main controller 371 may include a plurality of processors. The processor 371 may be categorized as one of the above-described sub-controllers.

The processor 371 can receive signals, information or data from a user terminal through the communication device 330. The user terminal can transmit signals, information or data to the cabin system 300.

The processor 371 can identify a user on the basis of image data received from at least one of an internal camera and an external camera included in the imaging device. The processor 371 can identify a user by applying an image processing algorithm to the image data. For example, the processor 371 may identify a user by comparing information received from the user terminal with the image data. For example, the information may include at least one of route information, body information, fellow passenger information, baggage information, position information, preferred content information, preferred food information, disability information and use history information of a user.

The main controller 370 may include an artificial intelligence (AI) agent 372. The AI agent 372 can perform machine learning on the basis of data acquired through the input device 310. The AI agent 371 can control at least one of the display system 350, the cargo system 355, the seat system 360 and the payment system 365 on the basis of machine learning results.

2) Essential Components

The memory 340 is electrically connected to the main controller 370. The memory 340 can store basic data about units, control data for operation control of units, and input/output data. The memory 340 can store data processed in the main controller 370. Hardware-wise, the memory 340 may be configured using at least one of a ROM, a RAM, an EPROM, a flash drive and a hard drive. The memory 340 can store various types of data for the overall operation of the cabin system 300, such as a program for processing or control of the main controller 370. The memory 340 may be integrated with the main controller 370.

The interface 380 can exchange signals with at least one electronic device included in the vehicle 10 in a wired or wireless manner. The interface 380 may be configured using at least one of a communication module, a terminal, a pin, a cable, a port, a circuit, an element and a device.

The power supply 390 can provide power to the cabin system 300. The power supply 390 can be provided with power from a power source (e.g., a battery) included in the vehicle 10 and supply the power to each unit of the cabin system 300. The power supply 390 can operate according to a control signal supplied from the main controller 370. For example, the power supply 390 may be implemented as a switched-mode power supply (SMPS).

The cabin system 300 may include at least one printed circuit board (PCB). The main controller 370, the memory 340, the interface 380 and the power supply 390 may be mounted on at least one PCB.

3) Input Device

The input device 310 can receive a user input. The input device 310 can convert the user input into an electrical signal. The electrical signal converted by the input device 310 can be converted into a control signal and provided to at least one of the display system 350, the cargo system 355, the seat system 360 and the payment system 365. The main controller 370 or at least one processor included in the cabin system 300 can generate a control signal based on an electrical signal received from the input device 310.

The input device 310 may include at least one of a touch input unit, a gesture input unit, a mechanical input unit and a voice input unit. The touch input unit can convert a user's touch input into an electrical signal. The touch input unit may include at least one touch sensor for detecting a user's touch input. According to an embodiment, the touch input unit can realize a touch screen by integrating with at least one display included in the display system 350. Such a touch screen can provide both an input interface and an output interface between the cabin system 300 and a user. The gesture input unit can convert a user's gesture input into an electrical signal. The gesture input unit may include at least one of an infrared sensor and an image sensor for detecting a user's gesture input. According to an embodiment, the gesture input unit can detect a user's three-dimensional gesture input. To this end, the gesture input unit may include a plurality of light output units for outputting infrared light or a plurality of image sensors. The gesture input unit may detect a user's three-dimensional gesture input using TOF (Time of Flight), structured light or disparity. The mechanical input unit can convert a user's physical input (e.g., press or rotation) through a mechanical device into an electrical signal. The mechanical input unit may include at least one of a button, a dome switch, a jog wheel and a jog switch. Meanwhile, the gesture input unit and the mechanical input unit may be integrated. For example, the input device 310 may include a j og dial device that includes a gesture sensor and is formed such that it can be inserted/ejected into/from a part of a surrounding structure (e.g., at least one of a seat, an armrest and a door). When the jog dial device is parallel to the surrounding structure, the jog dial device can serve as a gesture input unit. When the jog dial device is protruded from the surrounding structure, the jog dial device can serve as a mechanical input unit. The voice input unit can convert a user's voice input into an electrical signal. The voice input unit may include at least one microphone. The voice input unit may include a beam forming MIC.

4) Imaging Device

The imaging device 320 can include at least one camera. The imaging device 320 may include at least one of an internal camera and an external camera. The internal camera can capture an image of the inside of the cabin. The external camera can capture an image of the outside of the vehicle. The internal camera can acquire an image of the inside of the cabin. The imaging device 320 may include at least one internal camera. It is desirable that the imaging device 320 include as many cameras as the number of passengers who can ride in the vehicle. The imaging device 320 can provide an image acquired by the internal camera. The main controller 370 or at least one processor included in the cabin system 300 can detect a motion of a user on the basis of an image acquired by the internal camera, generate a signal on the basis of the detected motion and provide the signal to at least one of the display system 350, the cargo system 355, the seat system 360 and the payment system 365. The external camera can acquire an image of the outside of the vehicle. The imaging device 320 may include at least one external camera. It is desirable that the imaging device 320 include as many cameras as the number of doors through which passengers ride in the vehicle. The imaging device 320 can provide an image acquired by the external camera. The main controller 370 or at least one processor included in the cabin system 300 can acquire user information on the basis of the image acquired by the external camera. The main controller 370 or at least one processor included in the cabin system 300 can authenticate a user or acquire body information (e.g., height information, weight information, etc.), fellow passenger information and baggage information of a user on the basis of the user information.

5) Communication Device

The communication device 330 can exchange signals with external devices in a wireless manner. The communication device 330 can exchange signals with external devices through a network or directly exchange signals with external devices. External devices may include at least one of a server, a mobile terminal and another vehicle. The communication device 330 may exchange signals with at least one user terminal. The communication device 330 may include an antenna and at least one of an RF circuit and an RF element which can implement at least one communication protocol in order to perform communication. According to an embodiment, the communication device 330 may use a plurality of communication protocols. The communication device 330 may switch communication protocols according to a distance to a mobile terminal.

For example, the communication device can exchange signals with external devices on the basis of C-V2X (Cellular V2X). For example, C-V2X may include sidelink communication based on LTE and/or sidelink communication based on NR. Details related to C-V2X will be described later.

6) Display System

The display system 350 can display graphic objects. The display system 350 may include at least one display device. For example, the display system 350 may include a first display device 410 for common use and a second display device 420 for individual use.

6.1) Common Display Device

The first display device 410 may include at least one display 411 which outputs visual content. The display 411 included in the first display device 410 may be realized by at least one of a flat panel display, a curved display, a rollable display and a flexible display. For example, the first display device 410 may include a first display 411 which is positioned behind a seat and formed to be inserted/ejected into/from the cabin, and a first mechanism for moving the first display 411. The first display 411 may be disposed such that it can be inserted/ejected into/from a slot formed in a seat main frame. According to an embodiment, the first display device 410 may further include a flexible area control mechanism. The first display may be formed to be flexible and a flexible area of the first display may be controlled according to user position. For example, the first display device 410 may be disposed on the ceiling inside the cabin and include a second display formed to be rollable and a second mechanism for rolling or unrolling the second display. The second display may be formed such that images can be displayed on both sides thereof. For example, the first display device 410 may be disposed on the ceiling inside the cabin and include a third display formed to be flexible and a third mechanism for bending or unbending the third display. According to an embodiment, the display system 350 may further include at least one processor which provides a control signal to at least one of the first display device 410 and the second display device 420. The processor included in the display system 350 can generate a control signal on the basis of a signal received from at last one of the main controller 370, the input device 310, the imaging device 320 and the communication device 330.

A display area of a display included in the first display device 410 may be divided into a first area 411a and a second area 411b. The first area 411a can be defined as a content display area. For example, the first area 411 may display at least one of graphic objects corresponding to can display entertainment content (e.g., movies, sports, shopping, food, etc.), video conferences, food menu and augmented reality screens. The first area 411a may display graphic objects corresponding to traveling situation information of the vehicle 10. The traveling situation information may include at least one of object information outside the vehicle, navigation information and vehicle state information. The object information outside the vehicle may include information on presence or absence of an object, positional information of an object, information on a distance between the vehicle and an object, and information on a relative speed of the vehicle with respect to an object. The navigation information may include at least one of map information, information on a set destination, route information according to setting of the destination, information on various objects on a route, lane information and information on the current position of the vehicle. The vehicle state information may include vehicle attitude information, vehicle speed information, vehicle tilt information, vehicle weight information, vehicle orientation information, vehicle battery information, vehicle fuel information, vehicle tire pressure information, vehicle steering information, vehicle indoor temperature information, vehicle indoor humidity information, pedal position information, vehicle engine temperature information, etc. The second area 411b can be defined as a user interface area. For example, the second area 411b may display an AI agent screen. The second area 411b may be located in an area defined by a seat frame according to an embodiment. In this case, a user can view content displayed in the second area 411b between seats. The first display device 410 may provide hologram content according to an embodiment. For example, the first display device 410 may provide hologram content for each of a plurality of users such that only a user who requests the content can view the content.

6.2) Display Device for Individual Use

The second display device 420 can include at least one display 421. The second display device 420 can provide the display 421 at a position at which only an individual passenger can view display content. For example, the display 421 may be disposed on an armrest of a seat. The second display device 420 can display graphic objects corresponding to personal information of a user. The second display device 420 may include as many displays 421 as the number of passengers who can ride in the vehicle. The second display device 420 can realize a touch screen by forming a layered structure along with a touch sensor or being integrated with the touch sensor. The second display device 420 can display graphic objects for receiving a user input for seat adjustment or indoor temperature adjustment.

7) Cargo System

The cargo system 355 can provide items to a user at the request of the user. The cargo system 355 can operate on the basis of an electrical signal generated by the input device 310 or the communication device 330. The cargo system 355 can include a cargo box. The cargo box can be hidden in a part under a seat. When an electrical signal based on user input is received, the cargo box can be exposed to the cabin. The user can select a necessary item from articles loaded in the cargo box. The cargo system 355 may include a sliding moving mechanism and an item pop-up mechanism in order to expose the cargo box according to user input. The cargo system 355 may include a plurality of cargo boxes in order to provide various types of items. A weight sensor for determining whether each item is provided may be embedded in the cargo box.

8) Seat System

The seat system 360 can provide a user customized seat to a user. The seat system 360 can operate on the basis of an electrical signal generated by the input device 310 or the communication device 330. The seat system 360 can adjust at least one element of a seat on the basis of acquired user body data. The seat system 360 may include a user detection sensor (e.g., a pressure sensor) for determining whether a user sits on a seat. The seat system 360 may include a plurality of seats on which a plurality of users can sit. One of the plurality of seats can be disposed to face at least another seat. At least two users can set facing each other inside the cabin.

9) Payment System

The payment system 365 can provide a payment service to a user. The payment system 365 can operate on the basis of an electrical signal generated by the input device 310 or the communication device 330. The payment system 365 can calculate a price for at least one service used by the user and request the user to pay the calculated price.

(2) Autonomous Vehicle Usage Scenarios

FIG. 11 is a diagram referred to in description of a usage scenario of a user according to an embodiment of the present disclosure.

1) Destination Prediction Scenario

A first scenario S111 is a scenario for prediction of a destination of a user. An application which can operate in connection with the cabin system 300 can be installed in a user terminal. The user terminal can predict a destination of a user on the basis of user's contextual information through the application. The user terminal can provide information on unoccupied seats in the cabin through the application.

2) Cabin Interior Layout Preparation Scenario

A second scenario S112 is a cabin interior layout preparation scenario. The cabin system 300 may further include a scanning device for acquiring data about a user located outside the vehicle. The scanning device can scan a user to acquire body data and baggage data of the user. The body data and baggage data of the user can be used to set a layout. The body data of the user can be used for user authentication. The scanning device may include at least one image sensor. The image sensor can acquire a user image using light of the visible band or infrared band.

The seat system 360 can set a cabin interior layout on the basis of at least one of the body data and baggage data of the user. For example, the seat system 360 may provide a baggage compartment or a car seat installation space.

3) User Welcome Scenario

A third scenario S113 is a user welcome scenario. The cabin system 300 may further include at least one guide light. The guide light can be disposed on the floor of the cabin. When a user riding in the vehicle is detected, the cabin system 300 can turn on the guide light such that the user sits on a predetermined seat among a plurality of seats. For example, the main controller 370 may realize a moving light by sequentially turning on a plurality of light sources over time from an open door to a predetermined user seat.

4) Seat Adjustment Service Scenario

A fourth scenario S114 is a seat adjustment service scenario. The seat system 360 can adjust at least one element of a seat that matches a user on the basis of acquired body information.

5) Personal Content Provision Scenario

A fifth scenario S115 is a personal content provision scenario. The display system 350 can receive user personal data through the input device 310 or the communication device 330. The display system 350 can provide content corresponding to the user personal data.

6) Item Provision Scenario

A sixth scenario S116 is an item provision scenario. The cargo system 355 can receive user data through the input device 310 or the communication device 330. The user data may include user preference data, user destination data, etc. The cargo system 355 can provide items on the basis of the user data.

7) Payment Scenario

A seventh scenario S117 is a payment scenario. The payment system 365 can receive data for price calculation from at least one of the input device 310, the communication device 330 and the cargo system 355. The payment system 365 can calculate a price for use of the vehicle by the user on the basis of the received data. The payment system 365 can request payment of the calculated price from the user (e.g., a mobile terminal of the user).

8) Display System Control Scenario of User

An eighth scenario S118 is a display system control scenario of a user. The input device 310 can receive a user input having at least one form and convert the user input into an electrical signal. The display system 350 can control displayed content on the basis of the electrical signal.

9) AI Agent Scenario

A ninth scenario S119 is a multi-channel artificial intelligence (AI) agent scenario for a plurality of users. The AI agent 372 can discriminate user inputs from a plurality of users. The AI agent 372 can control at least one of the display system 350, the cargo system 355, the seat system 360 and the payment system 365 on the basis of electrical signals obtained by converting user inputs from a plurality of users.

10) Multimedia Content Provision Scenario for Multiple Users

A tenth scenario S120 is a multimedia content provision scenario for a plurality of users. The display system 350 can provide content that can be viewed by all users together. In this case, the display system 350 can individually provide the same sound to a plurality of users through speakers provided for respective seats. The display system 350 can provide content that can be individually viewed by a plurality of users. In this case, the display system 350 can provide individual sound through a speaker provided for each seat.

11) User Safety Secure Scenario

An eleventh scenario S121 is a user safety secure scenario. When information on an object around the vehicle which threatens a user is acquired, the main controller 370 can control an alarm with respect to the object around the vehicle to be output through the display system 350.

12) Personal Belongings Loss Prevention Scenario

A twelfth scenario S122 is a user's belongings loss prevention scenario. The main controller 370 can acquire data about user's belongings through the input device 310. The main controller 370 can acquire user motion data through the input device 310. The main controller 370 can determine whether the user exits the vehicle leaving the belongings in the vehicle on the basis of the data about the belongings and the motion data. The main controller 370 can control an alarm with respect to the belongings to be output through the display system 350.

13) Alighting Report Scenario

A thirteenth scenario S123 is an alighting report scenario. The main controller 370 can receive alighting data of a user through the input device 310. After the user exits the vehicle, the main controller 370 can provide report data according to alighting to a mobile terminal of the user through the communication device 330. The report data can include data about a total charge for using the vehicle 10.

The above-describe 5G communication technology can be combined with methods proposed in the present disclosure which will be described later and applied or can complement the methods proposed in the present disclosure to make technical features of the present disclosure concrete and clear.

Hereinafter, various embodiments of the present disclosure will be described in detail with reference to the attached drawings.

FIGS. 12A and 12B are diagrams illustrating an artificial neural network according to an embodiment of the present disclosure.

In detail, FIG. 12A is a diagram illustrating a general structure of an artificial neural network, and FIG. 12B is a diagram illustrating an autoencoder, which performs encoding and then decoding and undergoes reconstructing, in the artificial neural network.

The artificial neural network is generally configured to include an input layer, a hidden layer, and an output layer, and neurons included in each layer may be connected to each other based on a weight. The artificial neural network can be shaped to approximate a complex function based on a linear combination of weights and neuron values and a nonlinear activation function. A learning purpose of the artificial neural network is to find weights that minimize a difference between an output calculated on the output layer and an actual output value.

The deep neural network may mean the artificial neural network including several hidden layers between the input layer and the output layer. The complex nonlinear relationships can be modeled by using many hidden layers, and the neural network structure that enables advanced abstraction by increasing the number of layers is called deep learning. The deep learning learns a very large amount of data, and thus when new data are entered, it is possible to select the highest possible answer based on the learning results. Therefore, the deep learning can adaptively operate according to an input, and can automatically find characteristic factors in the process of learning a model based on data.

Examples of the deep learning based network model include various deep learning techniques such as deep neural networks (DNN), convolutional deep neural networks (CNN), a recurrent Boltzmann machine (RNN), a restricted Boltzmann machine (RBM), deep belief networks (DBN), and a deep Q-network, but are not limited thereto. In addition, the deep learning based model may also include a machine learning method other than the deep learning. For example, the deep learning based model may be applied to extract a feature of input data, and the machine learning based model may be applied to classify or recognize the input data based on the extracted feature. The machine learning based model may include a support vector machine (SVM), AdaBoost, and the like, but is not limited thereto.

Referring to FIG. 12A, the artificial neural network according to the embodiment of the present disclosure may include the input layer, the hidden layer, the output layer, and the weight. For example, FIG. 12A illustrates the structure of the artificial neural network in which a size of the input layer is 3, sizes of the first and second hidden layers are 4, and a size of the output layer is 1. In more detail, neurons included in the hidden layer may be connected in a linear combination with neurons included in the input layer and individual weights included in the weight. neurons included in the output layer may be connected in a linear combination with neurons included in the hidden layer and the individual weights included in the weight. Further, the artificial neural network may find the difference between the output calculated on the output layer and the actual output value.

In addition, the artificial neural network according to an embodiment of the present disclosure may have the structure of the artificial neural network in which the size of the input layer is 10 and the size of the output layer is 4, and the present disclosure may have a structure of an artificial neural network not limiting the size of the hidden layer.

Referring to FIG. 12B, the artificial neural network according to the embodiment of the present disclosure may include an autoencoder. When an autoencoder inputs original data to an artificial neural network, encodes the original data, and reconstructs the encoded data by decoding the encoded data, there may be some differences between the reconstructed data and the input data. The autoencoder is an artificial neural network using the difference. For example, the autoencoder may have a structure in which the input layer and the output layer have the same size as 5, a size of a first hidden layer may be 3, a size of a second hidden layer may be 2, and a size of a third hidden layer may be 3, and the number of nodes of the hidden layer gradually decreases toward an middle layer and gradually increases toward the output layer. The autoencoder illustrated in FIG. 12B is an exemplary diagram, and embodiments of the present disclosure are not limited thereto. The autoencoder compares an input value of the original data with an output value of the reconstructed data, and may determine that data are not trained if a difference between the input value and the output value is large and may determine that the data is pre-trained if a difference between the input value and the output value is small. Therefore, the use of the auto encoder may increase the reliability of the data.

In this case, a mean square error (MSE) may be used by comparing the input value with the output value. As the value of the mean square error increases, the data may be determined as untrained data, and as the value of the mean square error decreases, the data may be determined as pre-trained data.

FIG. 13 is a diagram illustrating a system for preventing an incorrect boarding of a passenger according to an embodiment of the present disclosure.

Referring to FIG. 13, the system for preventing an incorrect boarding of a passenger may include a passenger terminal 13, a first vehicle 11, a second vehicle 12, and a server 1300.

The passenger terminal 13 may include a smart phone, a personal computer (PC), a laptop computer, and the like. In the present disclosure, the passenger terminal 13 may preferably be a smart phone, but a configuration of the passenger terminal 13 is not limited to the structure enumerated.

The first vehicle 11 and the second vehicle 12 may be an autonomous driving vehicle. According to various embodiments of the present disclosure, the first vehicle 11 may be defined as a vehicle that a passenger calls, and the second vehicle 12 may be defined as another vehicle that a passenger does not call.

The server 1300 may transmit and receive a signal to and from the passenger terminal 13 and a vehicle. The server 1300 may be configured to include a memory, a processor, and a communication module.

Connection relations and detailed operations between the respective components will be described in detail below.

FIG. 14A is a sequential diagram of the system for preventing an incorrect boarding according to the embodiment of the present disclosure. In detail, FIG. 14 illustrates a case in which a passenger terminal transmits a transfer request message to a server as an embodiment of the present disclosure.

First, the passenger terminal may display whether the called first vehicle arrives on a display (S1410a).

In this case, when a distance between the passenger terminal and the first vehicle approaches less than a specific distance, a search may be started as to whether the passenger boards the second vehicle. The specific distance, which is a starting point of the search, may be set differently according to the surrounding environment. When at least one obstacle exists between the first vehicle and the passenger terminal, the specific distance may be set differently depending on the type and number of obstacles. For example, if there are many obstacles between the first vehicle and the passenger terminal, the passenger cannot easily find a called vehicle, and the passenger terminal can set the specific distance based on the point where the passenger is expected to find the called vehicle.

The passenger terminal 13 may determine whether a passenger boards the second vehicle 12 that the passenger terminal 13 does not call and whether a passenger moves based on the positional information of the passenger terminal 13 (S1420a).

The passenger terminal 13 may include a global positioning system (GPS). The GPS may generate position data, and a passenger may check his/her own position by carrying the passenger terminal 13. The passenger may check his/her position based on the positional information of the passenger terminal 13, and may check whether the passenger boards the second vehicle 12 based on the positional information of the passenger. Specifically, when the passenger moves while boarding the second vehicle 12 not called, the passenger may move at a significantly faster speed than a general walking speed of a person. In this case, the movement speed of the passenger may be calculated based on the positional information of the passenger terminal 13, and if the movement speed is significantly faster than a walking speed of a general person, it may be determined that the passenger boards the vehicle. For example, a speed of a passenger may be calculated based on position movement information of the passenger on the GPS, and it may be determined that the passenger boards the vehicle if the calculated speed value is greater than a preset threshold value. In addition, the preset threshold value may be appropriately set in consideration of a general walking speed, a movement speed when a passenger rides on a bicycle, and the like. In this way, there is an effect that it is possible to check whether a passenger boards another vehicle based on the positional information, and it is possible to more accurately check whether a passenger incorrectly boards another vehicle compared to the method of identifying a passenger using a camera or a sensor of a vehicle.

First, in order to confirm a transfer intention to the first vehicle 11 the passenger terminal 13 calls, it is possible to display a message inquiring whether a passenger is willing to transfer through a display unit of the passenger terminal 13 (S1430a).

In this case, the passenger terminal 13 may check whether a passenger boards another vehicle based on the positional information, and display a transfer intention confirmation message through the display unit if it is determined that the passenger boards another vehicle. Specifically, the transfer intention confirmation message may include information indicating that a current passenger boards the second vehicle 12 instead of the first vehicle 11 called in advance, and information confirming whether a passenger is willing to transfer to the first vehicle 11 called in advance. For example, “A passenger incorrectly boards a vehicle other than the vehicle that the passenger calls. The guide messages “A vehicle that a passenger incorrectly boards is vehicle A.”, “Would you like to change to a vehicle that a passenger calls?” may be displayed on the display unit of the passenger terminal 13.

According to various embodiments of the present disclosure, when the second vehicle 12 other than the first vehicle 11 the passenger calls is a vehicle which is not registered in the server 1300, the transfer intention confirmation message may further include information indicating that the vehicle that the passenger is currently boarding is an unregistered vehicle. For example, the guide messages “A passenger incorrectly boards a vehicle other than the one he/she calls”, “A vehicle that a passenger incorrectly boards is an unknown vehicle.”, “Would you like to change to the called vehicle?” may be displayed on the display unit of the passenger terminal 13.

The passenger may check the message displayed on the passenger terminal 13 and transmit a transfer request message to the server 1300 through the passenger terminal 13 (S1440a).

The server 1300 may receive the transfer request message from the passenger terminal 13 and reserve the first vehicle 11 (S1450a).

The server 1300 may transmit data for controlling the first vehicle 11 to move the first vehicle 11, which is waiting at a first called location, to a location called by the passenger. The first vehicle 11 may move to a designated location based on the data received from the server 1300. The server 1300 may transmit, to the first vehicle 11, a control signal for moving the first vehicle 11 to a specific point based on the transfer request message received from the passenger. At this time, the passenger may request the first vehicle 11 to move to the current location or transmit the transfer request message including a desired transfer location where the passenger wants to transfer, thereby moving the first vehicle to the desired transfer location where the passenger wants to transfer.

The server 1300 may transmit reservation path information to the first vehicle 11 (S1460a).

The reservation path information may include a path through which the first vehicle 11 moves to a location to which the passenger terminal 13 transmits the transfer request message or a location designated as the desired transfer location by the passenger and a movement path from the transfer location to the destination set by the passenger.

At the same time, the server 1300 may transmit a stop request message to the first vehicle 12 (S1470a).

The second vehicle 12 may receive the stop request message and slowly park on a side road, or stop after moving to a desired transfer location designated by the passenger. According to various embodiments of the present disclosure, the second vehicle 12 may be a vehicle which is not registered in the server 1300. In this case, the server 1300 may not be communicatively connected to the second vehicle 12 and may not transmit the stop request message. In this case, the passenger terminal 13 may transmit a rescue request message to the server 1300 or call the first vehicle 11 to the destination of the second vehicle 12.

The server 1300 may transmit reservation guide information to the passenger terminal 13 (S1480a).

The server 1300 may transmit the reservation guide information including information on the first vehicle 11, additional cost, additional time and the like to the passenger terminal 13 to guide the reservation information of the first vehicle 11 to the passenger.

The passenger terminal 13 monitors whether or not a suspected crime situation occurs, and may transmit the rescue request message to the server 1300 if the suspected crime situation is detected (S1490a).

When a passenger boards the second vehicle 12 other than the called first vehicle 11, the second vehicle 12 may move to a destination other than the original destination, and the passenger of the vehicle may be likely to be a target of a crime. Therefore, if it is confirmed that a passenger boards the second vehicle 12 instead of the first vehicle 11, a service for detecting the suspected crime situation needs to be provided. The method of detecting a suspected crime situation may include a first detection method for checking whether a passenger is moving along a different route from a predetermined movement path, and determining a suspected crime situation based on the checked path, and a second method for determining that criminal activity occurs if non-ideal voice data determined as a scream sound are identified by recognizing a passenger's voice.

Specifically, the first detection method may analyze geofencing and determine a suspected crime situation if a vehicle is out of the geofencing. A second detection method may analyze the movement path of the second vehicle 12 and determine that the suspected crime situation has occurred if the second vehicle 12 is out of the preset distance from the point where the second vehicle 12 drives from the destination to the closest point.

The second detection method may identify voice information corresponding to the scream sound in the passenger voice information using a scream detection model trained based on the passenger voice information. A voice detection device may acquire voice data of a passenger and identify a non-ideal voice determined as a scream sound from the acquired voice data. If the non-ideal voice is identified, the passenger terminal may predict that the suspected crime situation has occurred.

On the other hand, the embodiments of present disclosure are not limited to the sequences as shown in the FIG. 14A. The following is described in FIG. 14B.

FIG. 14B is a sequential diagram of the system for preventing an incorrect boarding according to another embodiment of the present disclosure. In detail, FIG. 14B illustrates a case in which a server determines whether passenger is willing to transfer based on the location information received from a passenger terminal as an embodiment of the present disclosure.

First, the server identifies whether the called first vehicle arrives (S1410b).

In this case, when a distance between the passenger terminal and the first vehicle approaches less than a specific distance, a search may be started as to whether the passenger boards the second vehicle. The specific distance, which is a starting point of the search, may be set differently according to the surrounding environment. When at least one obstacle exists between the first vehicle and the passenger terminal, the specific distance may be set differently depending on the type and number of obstacles. For example, if there are many obstacles between the first vehicle and the passenger terminal, the passenger cannot easily find a called vehicle, and the server can set the specific distance based on the point where the passenger is expected to find the called vehicle. Additionally, the server may transmit a message to the passenger, and the message includes information about whether the called first vehicle has arrived.

The server may determine whether a passenger boards the second vehicle 12 that the passenger terminal 13 does not call and whether a passenger moves based on the positional information of the passenger terminal 13 (S1420b).

The passenger terminal 13 may include a global positioning system (GPS). The GPS may generate position data, and a passenger may check his/her own position by carrying the passenger terminal 13. The server may check his/her position based on the positional information of the passenger terminal 13, and may check whether the passenger boards the second vehicle 12 based on the positional information of the passenger. Specifically, when the passenger moves while boarding the second vehicle 12 not called, the passenger terminal may move at a significantly faster speed than a general walking speed of a person. In this case, the movement speed of the passenger may be calculated based on the positional information of the passenger terminal 13, and if the movement speed is significantly faster than a walking speed of a general person, it may be determined that the passenger boards the vehicle. For example, a speed of a passenger may be calculated based on position movement information of the passenger on the GPS, and it may be determined that the passenger boards the vehicle if the calculated speed value is greater than a preset threshold value. In addition, the preset threshold value may be appropriately set in consideration of a general walking speed, a movement speed when a passenger rides on a bicycle, and the like. In this way, there is an effect that it is possible to check whether a passenger boards another vehicle based on the positional information, and it is possible to more accurately check whether a passenger incorrectly boards another vehicle compared to the method of identifying a passenger using a camera or a sensor of a vehicle.

in order to confirm a transfer intention to the first vehicle 11, the server may transmit a message inquiring whether a passenger is willing to transfer to passenger terminal 13 (S1430b).

In this case, the server may check whether a passenger boards another vehicle based on the positional information, and transmit a transfer intention confirmation message through transceiver if it is determined that the passenger boards another vehicle. Specifically, the transfer intention confirmation message may include information indicating that a current passenger boards the second vehicle 12 instead of the first vehicle 11 called in advance, and information confirming whether a passenger is willing to transfer to the first vehicle 11 called in advance. For example, “A passenger incorrectly boards a vehicle other than the vehicle that the passenger calls.” The guide messages “A vehicle that a passenger incorrectly boards is vehicle A.”, “Would you like to change to a vehicle that a passenger calls?” may be transmitted by the transceiver of the server.

According to various embodiments of the present disclosure, when the second vehicle 12 other than the first vehicle 11 the passenger calls is a vehicle which is not registered in the server 1300, the transfer intention confirmation message may further include information indicating that the vehicle that the passenger is currently boarding is an unregistered vehicle. For example, the guide messages “A passenger incorrectly boards a vehicle other than the one he/she calls”, “A vehicle that a passenger incorrectly boards is an unknown vehicle.”, “Would you like to change to the called vehicle?” may be transmitted by the transceiver of the server. According to an embodiment of the present disclosure, S1440b, S1450b, S1460b, S1470b, S1480b, S1490b would be correspondent with the S1440a, S1450a, S1460a, S1470a, S1480a, S1490a.

FIG. 15 is a flowchart illustrating a method for preventing an incorrect boarding of an autonomous driving vehicle using a passenger terminal according to an embodiment of the present disclosure.

The passenger terminal 13 may check whether a passenger board a called vehicle (S1510).

A message inquiring whether to transfer to the first vehicle 11 through the passenger terminal 13 may be displayed on the display of the passenger terminal 13 (S1520).

The passenger may transmit a response to the message inquiring whether to transfer to the first vehicle 11 to the server 1300 (S1530). Subsequently, if a response to request of the transfer to the first vehicle 11 is transmitted, a message requesting a call to the first vehicle 11 may be transmitted to the server 1300, and if a response to rejection of the transfer to the first vehicle 11 is transmitted, a message canceling a previous call of the first vehicle 11 may be transmitted to the server 1300 (S1540).

In this case, if the passenger terminal 13 transmits the response to rejection of the transfer to the first vehicle 11 to the server 130, the server 1300 may transmit the message canceling the call of the first vehicle 11 to the first vehicle 11. By doing so, the first vehicle 11 may prevent damage caused by waiting for an unnecessarily called passenger.

In this case, when the call of the first vehicle 11 is canceled and the passenger continues to board the second vehicle 12, the passenger terminal 13 may acquire the passenger voice information by using a voice recognition device. The passenger terminal 13 may check whether the suspected crime situation occurs using the voice recognition device having an AI device.

According to another embodiment of the present disclosure, the acquisition of the passenger voice information using the voice recognition device may be started when the first vehicle 11 is called.

It may be determined whether the suspected crime situation of the passenger occurs (S1550).

If it is determined that the suspected crime situation has occurred, the passenger terminal 13 may transmit the rescue request message to the server 1300 (S1560).

For example, the rescue request message may include information for requesting rescue to a police station or a fire station, and the rescue request message transmitted to the server may be transmitted to the police station and the fire station, respectively.

FIGS. 16A and 16B are flowcharts illustrating a method for determining whether a passenger boards a second vehicle using a passenger terminal according to an embodiment of the present disclosure.

Referring to FIG. 16A, first, the passenger terminal may acquire positional information (S1610).

The passenger terminal 13 may acquire the positional information of the passenger terminal 13 through a positional information generating device provided in the passenger terminal 13. The positional information generating device may include a GPS. According to various embodiments of the present disclosure, the passenger terminal 13 may receive positional information from the position generating device of the vehicle when the passenger terminal 13 does not include the position generating device.

The passenger terminal 13 may continuously calculate the movement speed of the passenger terminal 13 in consideration of the positional information and the movement time (S1620).

The positional information of the passenger terminal 13 may be continuously monitored, and the movement speed of the passenger terminal 13 may be calculated based on the movement time and the positional information.

The passenger terminal 13 may determine whether the movement speed of the passenger terminal 13 is equal to or greater than a preset threshold value (S1630).

When it is determined that an instantaneous movement speed of the passenger terminal 13 is equal to or greater than the preset threshold value, the passenger terminal 13 may determine that a passenger is moving while boarding a vehicle. In this case, the threshold value may be set to be a value greater than a walking speed of a person or a speed at which a person rides on a bicycle.

The passenger terminal 13 may determine whether the passenger boards the second vehicle 12 based on the determination result (S1640).

Referring to FIG. 16B, first, the vehicle or the passenger terminal 13 may acquire the positional information through the position generating device (S1611).

The passenger terminal 13 may calculate a distance difference between the positional information of the vehicle and the positional information of the passenger terminal 13 (S1621).

The passenger terminal 13 may receive the positional information of the vehicle from the vehicle, and calculate the distance difference by comparing the positional information acquired from the position generating device of the passenger terminal 13 with the positional information of the vehicle.

it may be determined whether the distance difference between the position of the passenger terminal 13 and the position of the vehicle exceeds a preset threshold value (S1631).

In this case, if the distance difference exceeds the preset threshold value, it may be determined that a passenger boards another vehicle, and if the distance difference does not exceed the preset threshold value, it may be determined that a passenger waits for the called vehicle (S1641).

FIG. 17 is a flowchart illustrating a method for monitoring a crime situation of an autonomous driving vehicle using a passenger terminal according to an embodiment of the present disclosure.

The passenger terminal 13 may transmit a response to the message inquiring whether to transfer to the first vehicle 11 to the server 1300 (S1710, S1711, and S1712).

In this case, the response to the message inquiring whether to transfer may include a transfer request and a transfer rejection. In addition, according to various embodiments of the present disclosure, if the passenger terminal 13 does not transmit to the server 1300 the response to the message inquiring whether to transfer within a predetermined time, it may be determined that the passenger is difficult to display the intention. Since the passenger who is difficult to express his/her intention may be subject to a crime, the passenger terminal 13 may transmit a control signal for stopping the vehicle to the second vehicle 12 or transmit a control signal for moving the second vehicle 12 to a police station or a fire station. According to another embodiment, if the second vehicle 12 is a vehicle that is not registered in the server 1300 and a vehicle which is not communicatively connected with the server 1300, the passenger terminal 13 may continuously transmit the positional information of the vehicle to the server 1300 and transmit the rescue request message to the server 1300.

The passenger terminal 13 may receive vehicle reservation information (S1720).

The vehicle reservation information may include vehicle information of the first vehicle 11 and additional cost and required time due to the call of the first vehicle 11. In addition, the passenger terminal 13 may display the vehicle reservation information on the display, and a message canceling the vehicle reservation may be transmitted from the passenger terminal 13 to the server 1300.

The passenger terminal 13 may determine whether the vehicle that has received the vehicle reservation information properly moves the second vehicle 12 to a transfer destination (S1731).

The transfer destination may include any one of a location where the vehicle transfer request message is requested or a desired transfer location which is designated by a passenger and that the passenger terminal 13 transmits to the server 1300. In this case, if a passenger reserves the first vehicle 11 for the desired transfer location that the passenger terminal 13 transmits, the server 1300 may transmit a control signal to move the second vehicle 12 to the desired transfer location.

In this case, if a suspicious situation is detected in which the position of the passenger terminal 13 does not move to a predetermined desired transfer location and does not move along a predetermined path, such as being far away from the desired transfer location or roaming around, the passenger terminal 13 may determine that the suspected crime situation has occurred.

In addition, when the passenger terminal 13 transmits a message rejecting the transfer to the server 1300, the passenger terminal 13 may determine whether the second vehicle 12 properly moves to the predetermined destination (S1732).

If a user safely transfers to the first vehicle 11, the passenger terminal 13 transmits a message about the fact that the user safely transfers to the first vehicle 11 to the server 1300, and if the suspected crime situation has occurred, the passenger terminal 13 may transmit the rescue request message to the server 1300 (S1741 and S1742).

According to various embodiments of the present disclosure, if the second vehicle 12 is a vehicle which is not communicatively connected to the server 1300 as a vehicle which is not registered in the server 1300, the server 1300 may move the first vehicle 11 to a predicted destination of the vehicle 12 or immediately transmit the rescue request message to the server 1300.

FIG. 18 is a flowchart illustrating a method for detecting a scream sound using a passenger terminal according to an embodiment of the present disclosure.

The passenger terminal 13 may train a scream detection model (S1810). In this case, the method for training a scream detection model may use a map method. In more detail, a deep learning model which trains a non-ideal voice which is determined as a scream sound in an emergency situation of a passenger or an arbitrary third party may be used, or the scream detection model may be trained based on the pre-stored voice data of the passenger.

The passenger terminal 13 may detect a passenger's voice (S1820). Specifically, the voice data of the passenger may be acquired through a microphone unit provided in the passenger terminal 13.

The passenger terminal 13 may apply user voice data to an input layer of the trained scream detection model (S1830).

The trained scream detection model samples inspection target data from a user voice and inputs the sampled voice data into the input layer.

The passenger terminal 13 may identify the non-ideal voice determined as the scream sound based on an output value of the scream detection model (S1840).

When the non-ideal voice is identified, the passenger terminal 13 may transmit the rescue request message to the server 1300 (S1850).

FIG. 19 is a flowchart illustrating a method for determining whether a second vehicle is a vehicle registered in a server according to various embodiments of the present disclosure.

The passenger terminal 13 may request the information of the second vehicle 12 from the server 1300 (S1910).

The information of the second vehicle 12 may include information on whether the second vehicle 12 is a vehicle registered in the server 1300.

According to various embodiments of the present disclosure, when a vehicle is registered in the server 1300, the server 1300 transmits a signal for checking a communication connection to the vehicle, and determines that the vehicle is an unregistered vehicle if a response signal is not received from the vehicle to update a database.

If the passenger terminal 13 does not receive the vehicle information from the server 1300, it may determine that the vehicle is an unregistered vehicle (S1920).

The passenger terminal 13 may display a warning message for guiding the fact that the unregistered vehicle is boarded through the display unit (S1930).

FIGS. 20A to 20C and 21 are diagrams illustrating an example of a UI display according to an embodiment of the present disclosure.

Referring to FIG. 20A, if it is determined that a passenger boards a vehicle other than the called vehicle, the passenger terminal 13 may display a message inquiring whether to transfer through the display unit. In this case, the display may include at least one menu which can select a transfer request or a transfer rejection. According to various embodiments of the present disclosure, if the passenger does not respond within the preset time, the passenger terminal 13 may determine that the passenger is in an unresponsive state and display the preset response time together on the display.

Referring to FIG. 20B, if a vehicle other than the called vehicle is a vehicle which is not registered in the server 1300, the passenger terminal 13 may additionally display on the display a message warning that the vehicle is the unregistered vehicle along with the message inquiring whether to transfer.

Referring to FIG. 20 (c), when a vehicle continues to travel without stopping at a transfer destination or a destination or travels off a preset movement path, the passenger terminal 13 may display the message indicating that the suspected crime situation has occurred and the rescue request message on the display.

In this case, the passenger terminal 13 may activate the voice recognition device and receive the user voice to identify the non-ideal voice determined as the scream sound.

Referring to FIG. 21, if the first vehicle 11 or the second vehicle 12 moves in a direction different from the destination, the passenger terminal 13 may determine that the suspected crime situation has occurred, and display the navigation information and the rescue request message on the display.

FIG. 22 is a diagram illustrating a method for tracking a second vehicle using a first vehicle according to another embodiment of the present disclosure.

According to the embodiment of the present disclosure, the first vehicle may receive the positional information of the first vehicle and the passenger terminal when the distance between the passenger terminal and the first vehicle approaches less than a specific distance. In this case, the specific distance may be set differently depending on the type and number of obstacles existing between the first vehicle and the passenger terminal.

If the first vehicle 11 receives the transfer request message while tracking the second vehicle 12, the first vehicle 11 may move to a scheduled transfer location or the position of the second vehicle for the transfer of the passenger.

According to an embodiment of the present disclosure, the first vehicle 11 called may track the second vehicle 12 based on the positional information of the passenger terminal 13 from the server 1300 when the second vehicle 12 deviates from the movement path more than the preset error distance. According to another embodiment of the present disclosure, if the second vehicle is farther than a preset distance from a point closest to the scheduled transfer location, the first vehicle may determine that the second vehicle is determined to be a vehicle suspected of a crime and track the second track.

According to various embodiments of the present disclosure, if it is determined that the second vehicle 12 is the vehicle suspected of a crime, the first vehicle interferes with the driving path of the second vehicle to prevent the smooth driving of the second vehicle or transmit a signal for inducing low-speed driving to the second vehicle to help rescue the passenger.

The above-described present disclosure can be implemented with computer-readable code in a computer-readable medium in which program has been recorded. The computer-readable medium may include all kinds of recording devices capable of storing data readable by a computer system. Examples of the computer-readable medium may include a hard disk drive (HDD), a solid state disk (SSD), a silicon disk drive (SDD), a ROM, a RAM, a CD-ROM, magnetic tapes, floppy disks, optical data storage devices, and the like and also include such a carrier-wave type implementation (for example, transmission over the Internet). Therefore, the above embodiments are to be construed in all aspects as illustrative and not restrictive. The scope of the invention should be determined by the appended claims and their legal equivalents, not by the above description, and all changes coming within the meaning and equivalency range of the appended claims are intended to be embraced therein.

The effects of the method and apparatus for preventing an incorrectly boarding of an autonomous driving vehicle according to an embodiment of the present disclosure will be described as follows.

According to the present disclosure, it is possible to detect the situation in which the passenger incorrectly boards the autonomous driving taxi.

In addition, according to the present disclosure, it is possible to determine the suspected crime situation inside the autonomous driving taxi.

In addition, according to the present disclosure, it is possible to determine the crime situation by identifying the abnormal voice information determined as the scream sound in the emergency situation of the passenger using the passenger terminal.

Effects which can be achieved by the present disclosure are not limited to the above-mentioned effects. That is, other objects that are not mentioned may be obviously understood by those skilled in the art to which the present disclosure pertains from the following description.

APPARATUS AND METHOD FOR PREVENTING INCORRECT BOARDING OF AUTONOMOUS DRIVING VEHICLE

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