KR100911181B1 - Apparatus, system and method for propagating the traffic emergency using sensor network - Google Patents

Abstract

The present invention provides a sensor network in which a sensor network node installed along a center line of a road and an in-vehicle node form a sensor network to provide an immediate warning to vehicles running on a road when a traffic accident or other emergency occurs. The present invention relates to a traffic emergency propagation apparatus and a system used and a method for propagating a traffic emergency performed through the same, and particularly to examine the validity of an emergency message upon reception of an emergency message and to block the emergency message propagated from the rear of the vehicle. It is characterized by being able to efficiently carry out the emergency propagation.

The traffic emergency propagation system capable of blocking invalid emergency situation information according to the present invention includes a plurality of reference nodes constituting a sensor network and installed along a center line, receiving a reference message from the reference node, checking a progress direction, and receiving an emergency message. If it is received, characterized in that the configuration of the in-vehicle node device to determine the validity.

According to the present invention, it is possible to block the invalid emergency information and to quickly transmit the accident or other emergency situation to the rear vehicle to prevent the occurrence of the second accident.

 Traffic Situation, Traffic Control, Traffic Accident Prevention, Sensor Network, USN

Description

Apparatus, system and method for propagation of traffic using a sensor network capable of blocking invalid emergency information {APPARATUS, SYSTEM AND METHOD FOR PROPAGATING THE TRAFFIC EMERGENCY USING SENSOR NETWORK}

The present invention relates to a traffic information providing system and method using a sensor network, and more particularly, to a traffic emergency situation propagation system and method for preventing a subsequent accident by propagating it to a rear vehicle in real time when a traffic emergency occurs.

In case of an emergency related to a traffic accident such as a road loss, a driver who recognizes an accident manually operates an emergency light and propagates it to the rear vehicle, and the rear vehicle views the emergency light of the front vehicle and reduces the speed while reducing the speed. Take actions such as manipulating.

However, in the process of operating the emergency light manually in this way, a safety problem may occur, and there is a problem such that the speed of the radio wave is not made in real time because it is a passive propagation means.

In addition, as a conventional technology, there is a traffic information system that collects traffic information through a traffic information collecting device installed on a road, collects / processes it, and provides traffic information to a roadside display device. After the steps, we have a centralized information management system through which information is transmitted through the central situation room again through the display means around the site. Therefore, there is a time difference in the information transmission. Since it is difficult to install, the place where the accident site and the roadside display device are usually present has a significant difference in distance, so that a vehicle adjacent to the accident site does not receive timely valid information.

An object of the present invention is to provide a system and method that can provide the information on the accident to the rear drivers in real time in the event of an emergency such as an accident to prevent the occurrence of additional accidents quickly and easily prepared by the rear vehicle. do.

It is another object of the present invention to provide a system and method for quickly determining whether an emergency message is valid and preventing congestion of an invalid emergency message.

In order to achieve the above object, the present invention is a wireless communication unit for receiving a reference message from a plurality of reference nodes installed on the road, and transmits and receives an emergency message with a node in the adjacent vehicle, and the uniqueness of the reference node included in the reference message And a control unit for maintaining at least two identifiers and determining validity of the received emergency message by using the same.

According to another aspect of the present invention, a plurality of the reference nodes which are installed along the center line and constituting the sensor network, receive a reference message from the reference node to check the direction of progress, and determine the validity when receiving an emergency message. Provided is a traffic emergency propagation system using a sensor network comprising the in-vehicle node device according to any one of claims 1 to 4.

According to another aspect of the present invention, a plurality of the reference nodes are installed along the center line and configuring the sensor network, receiving a reference message from the reference node to confirm the direction of progress, and generates an emergency message upon recognition of an emergency situation Provided is a traffic emergency propagation system including an in-vehicle node device that transmits, interprets, and alerts when an emergency message is received.

According to another aspect of the present invention, there is provided a traffic emergency propagation method using a sensor network capable of blocking an invalid emergency message, the method comprising: receiving reference messages including a unique identifier from a plurality of reference nodes installed on a road; Maintaining two unique identifiers, receiving an emergency message including emergency information, determining the validity of the received emergency message, retransmitting the emergency message if it is determined to be a valid message; In case of determining that the message is an invalid emergency message, a traffic emergency propagation method using a sensor network comprising the step of ignoring the emergency message is provided.

According to another aspect of the present invention, in a traffic emergency situation propagation method using a sensor network capable of blocking an invalid emergency message, a unique identifier of each reference node is received from a plurality of reference nodes, and based on this, Determining a heading direction and setting a corresponding heading indication value; receiving an emergency message from another vehicle; determining validity of the emergency message; If the case provides a traffic emergency propagation method using a sensor network comprising the step of ignoring this.

According to the present invention, since an emergency situation is propagated by wireless communication between nodes in a sensor network vehicle attached to each vehicle, there is an advantage that an emergency message can be provided in real time without a communication maintenance cost.

In addition, when receiving a plurality of emergency messages, by checking the validity of the message there is an advantage that can prevent the propagation of the wrong emergency message due to an accident occurring in the rear area of the current vehicle.

Hereinafter, with reference to the accompanying drawings a preferred embodiment according to the present invention will be described in detail.

1 is a schematic diagram showing the configuration of a reference node for a sensor network according to the present invention.

A plurality of reference nodes 100 are arranged on the road center line at predetermined intervals, and each reference node 100 has a unique reference node number assigned in series in the order in which the reference nodes are arranged, and each reference node number is a reference node number. It is a unique identifier of (100).

As shown in FIG. 1, the reference node 100 includes a wireless communication unit 120, a control unit 110, and a power supply unit 130.

The wireless communication unit 120 receives a control signal from the control unit and periodically or continuously transmits a reference message including a reference node number, which is a unique identifier of each reference node 100, to the outside through sensor network communication.

The wireless communication unit 120 is composed of the RF transceiver 122 and the antenna 121, and performs a wireless communication in the same manner as a conventional sensor network node, a detailed description thereof will be omitted.

The controller 110 transmits a control signal to send a reference message to the wireless communication unit.

The power supply unit 130 performs a function of supplying power to the wireless communication unit 120 and the control unit 110.

The power supply unit 130 is composed of a solar cell 131 and a power storage means 132.

The solar cell 131 acquires solar energy and converts it into electrical energy. The solar cell 131 is preferably located at the top of the reference node in order to increase the solar energy acquisition efficiency.

The power storage means 132 stores the electrical energy converted by the solar cell 131 to enable the reference node operation even at night or on a cloudy day.

However, even with the power storage means 132, since the power generation and supply amount at night or cloudy days can be reduced, it is preferable that the controller 110 dynamically adjusts the reference message transmission cycle according to the power supply amount of the power supply 130. Do.

2 is a schematic diagram showing the configuration of an in-vehicle node device using the sensor network according to the present invention.

As shown, in-vehicle node 200 using the sensor network according to the present invention includes a control unit 210, wireless communication unit 220, power supply unit 230, warning unit 240, guide unit 250 do.

The wireless communication unit 220 is composed of an antenna 221 and the RF transceiver 222, receives a reference message transmitted from a reference node installed in the center of the road, and transmits and receives an emergency message through the sensor network communication with other in-vehicle node devices do.

The control unit 210 receives the reference message and the emergency message from the wireless communication unit 220 and interprets it, and transmits a control signal to the wireless communication unit 220, the warning unit 240, and the guide unit 250.

In more detail, the controller 210 always receives a reference message while the vehicle is in operation and stores at least one reference node number in the message in a memory. In addition, the difference between the reference node number currently received and the reference node number received and stored immediately is obtained, and the driving direction of the vehicle is determined according to whether the value is positive or negative.

That is, as shown in FIG. 3, the plurality of reference nodes arranged on the road centerline have reference node numbers 101, 102, 103, 104 assigned in series according to the order in which they are arranged, and each reference node is periodically or Since a reference message including its reference node number is continuously transmitted, for example, the vehicle CAR 1 driving on the right side of the road receives the current reference node number 102 and immediately before the reference node number 103 is received. do. Accordingly, the controller of the vehicle CAR 1 in operation calculates a value of −1 by calculating the current reception reference node number—the previous reception reference node number, that is, 102-103, and calculates the value of −1 in its own direction (upward in FIG. 3). Decide on

Other vehicles operating in the same direction (CAR 2-1, CAR 2-2, CAR 3-1, etc.) perform the same process to determine that each vehicle is driving in the direction of -1.

On the other hand, in the case of a vehicle (CAR 14) in operation on the left side of FIG. 3, the reference node number 101 received and stored immediately from the currently received reference node number 102 is calculated, and the current reception reference node number-immediately received. The reference node number, namely 102-101, is calculated to yield a value of +1 and is determined as its own direction indication value.

Similarly, other vehicles (CAR 15, CAR 13, CAR 12, etc.) running in the same direction also perform the same operation to determine that they are driving in the direction of +1.

That is, vehicles running in the same direction have a direction indication value of the same value (+1 or -1), and each node in the vehicle performs validity determination of an emergency message to be described later using this direction information.

On the other hand, in the above description, each reference node has a reference node number assigned to differ by 1 for convenience of explanation and enhancement of understanding, and is sequentially arranged, under the assumption that each vehicle receives every reference node number without exception. Although it has been described that the direction indication value of 1 or -1 is obtained, in practice, a vehicle in operation may not receive a reference message from a reference node for a certain period due to a temporary communication failure, and also a failure of an arbitrary reference node. As a result, the difference between the reference node number just received and the reference node number currently received may be 2 or more. Therefore, in the practical application, the direction indication value is not meaningful in its absolute value but in its sign.

That is, it is preferable to determine that the vehicle having the direction indication value of the same sign is running in the same direction.

The emergency message is generated and sent for the first time in a vehicle in which an operation related to a predetermined emergency situation such as an emergency light operation occurs or a vehicle in which an emergency related operation such as a emergency brake operation occurs, that is, a vehicle facing an emergency situation, is generated and sent in a multi-hop manner. And propagates to adjacent rear vehicles.

The emergency message is generated and transmitted by the in-vehicle node. As shown in FIG. 4, the reference node number 401, the direction indication value 402, the current hop number 403, and the reach hop number 404. It is made, including.

The reference node number 401 in the emergency message is a reference node number received at the same time as or immediately before the occurrence of an emergency message when an emergency situation occurs.

For example, in case of FIG. 3, the vehicle CAR 1 facing an emergency first generates an emergency message, and the reference node number of the emergency message is set to the reference node number 102 received immediately before.

The driving direction indication value 402 is information of a value of +1 or -1 obtained by the vehicle CAR 1 facing an emergency situation through the above-described navigation instruction calculation procedure, and the vehicle CAR 1 of FIG. The value will be -1 when generating a message.

The current hop number 403 represents the number of hops for which an emergency message has been retransmitted between each vehicle so far, and is 0 in the first generated emergency message and increases by 1 each time an emergency message is retransmitted.

The reach hop number 404 indicates the number of hops that an emergency message should be retransmitted, and is determined according to the distance that the control unit 210 of the first emergency message generation and transmission vehicle (CAR 1) wants to propagate an emergency situation, and even during retransmission. It does not change.

When the control unit 210 of the emergency facing vehicle CAR 1 first generates and transmits an emergency message 400 as described above, adjacent vehicles CAR 2-1 and CAR 2-2 receive this to generate an in-vehicle alarm and And / or an emergency light on to notify the emergency situation in and out of the vehicle, and the vehicles CAR 2-1 and CAR 2-2 retransmit the emergency message to the adjacent vehicles CAR 3-1 and CAR 3-2. Spread an emergency message.

 At this time, the control unit 210 of each vehicle compares the current hop number 403 and the reach hop number 404 in the received emergency message 400 so that the current hop number 403 is greater than the reach hop number 404. If it is small, an emergency situation is notified to the inside and outside of the vehicle through the occurrence of an in-vehicle alarm and / or an emergency light, and the current number of hops 403 of the emergency message 400 is increased by one and retransmitted.

If the current hop number 403 and the reach hop number 404 of the received emergency message 400 coincide with each other, the controller 210 notifies the emergency situation to the inside and outside of the vehicle, but does not retransmit the emergency message.

This ensures that emergency messages are not delivered to vehicles behind a distance that are not involved in an emergency.

Meanwhile, the controller 210 of each vehicle maintains and maintains the data structure 500 as shown in FIG. 6 for calculating direction indication value, generating an emergency message, and predicting a distance from an emergency occurrence point.

The data structure 500 includes the immediately received reference node number 501, the heading indication value 502, the travel speed 503, and the prediction distance 504 fields.

The immediately received reference node number field 501 is a field for storing the reference node number when the reference node number is received from an adjacent reference node while traveling along the reference nodes 101 to 104.

As described above, the heading direction value field 502 stores the heading direction value calculated by the in-vehicle control unit 210 while driving.

Specifically, the vehicle CAR 1 of FIG. 3 passes through the reference node 104, the reference node 103, and the reference node 102, and when the reference node number is first received, the vehicle CAR 1 is stored in the field 501. The reference node number currently received and the reference node number immediately received in the field 501 are calculated to obtain the direction indication value and are stored in the direction indication value field 502. Immediately thereafter, the value of the field 501 is updated with the reference node number currently received.

In FIG. 3, when the vehicle CAR 1 is located, 103 is stored in the reference node number field 501 immediately received, and the reference node number currently received will be 102. After the direction indication value is obtained through the operation, the value of the field 501 is updated to 102, and -1 (or any negative number) is stored in the progress direction value field 502.

The traveling speed field 503 is a field that receives the current traveling speed of the vehicle from a separate speed detecting sensor or from an in-vehicle ECU and maintains it.

When the emergency distance field 504 receives an emergency message, the prediction distance field 504 is a field for predicting an emergency occurrence point and a current distance.

The value maintained in the speed field 503 is used as information for determining the reach hop number 404 when a vehicle facing an emergency generates and transmits an initial emergency message, and is maintained in the predicted distance field 504. The value is used to guide the driver in the rear vehicle receiving the emergency message the prediction distance to the emergency occurrence point, a detailed description thereof will be described later.

Each field value in the data structure 500 is continuously updated while the vehicle is running, and the data structure 500 may be maintained by a register in the control unit 210 or may be maintained using a separate memory (not shown). Can be managed.

On the other hand, the emergency message is preferably transmitted only to the rear vehicle driving in the same direction as the vehicle (CAR 1) facing the emergency situation. A vehicle in front of the vehicle CAR 1 or a vehicle CAR 11 to CAR 15 in the opposite lane driving in the opposite direction to the vehicle CAR 1 is irrelevant to the emergency faced by the vehicle CAR1, and these vehicles If an emergency message is delivered, it will only cause confusion.

In the present invention, the above-described direction indication value is used so that an emergency message is propagated only between vehicles traveling in the same direction.

That is, the emergency message in which the direction indication value 402 is set to -1 indicates that the vehicle whose direction indication value calculated during operation by the control unit 210 is -1 (or negative), that is, the direction indication of the data structure 500. Only vehicles having a value of -1 (or a negative value) in the value field 502 are recognized as valid emergency messages, and the corresponding process is performed. Ignores an emergency message sent as it considers an emergency for an irrelevant opposite lane.

In this way, the emergency message can be recognized and propagated only between vehicles that run in the same direction as the vehicle facing the emergency situation.

Meanwhile, in the example of FIG. 3, the emergency message sent by the vehicle CAR 1 is simultaneously received by the vehicle CAR 2-1 and the vehicle CAR 2-2, and the vehicle CAR 2-1 and the vehicle CAR. 2-2) respectively performs the retransmission process of the above-described method. In this case, the vehicle CAR 2-1 and the vehicle CAR 2-2 may receive a message retransmitted by the vehicle CAR 2-2 and the vehicle CAR 2-1, and then retransmit the message. . That is, the vehicle CAR 2-1 and the vehicle CAR 2-2 may each perform at least two retransmissions, and the resulting emergency message may be at least doubled. In the worst case, the vehicle CAR 2-1 and the CAR 2-2 may repeatedly perform retransmission of an emergency message to each other, and this phenomenon may cause the value of the hop number 403 to be correct. Not updated, which can lead to confusion in the spread of emergency messages.

However, the present invention is based on a wireless sensor network scheme, wherein the sensor network has an interrelationship between a plurality of nodes within a wireless signal coverage area such that an origin node number, a source node number, an origin sequence number, and a source sequence included in a transmission message. Since the above problem is solved including the number, it is used in the present invention.

That is, the emergency message propagated between each vehicle further includes an origin node number, a source node number, an origin sequence number, and a source sequence number (each not shown) so as not to cause the above-mentioned problem, which is common in the field of sensor networks. It is obvious to those with knowledge, so detailed explanations are omitted.

However, the above-mentioned matters are for solving a problem between a plurality of sensor nodes (nodes in a vehicle) belonging to the same propagation area. The emergency message propagation of the present invention is a rear vehicle of a vehicle CAR 1 facing an emergency situation. (CAR 2-1, CAR 2-2, CAR 3-1, etc.), it is preferable to propagate to the front vehicle (CAR 0).

 This is because the front vehicle (CAR 0) of the vehicle (CAR 1) facing an emergency situation has nothing to do with the emergency situation because the vehicle in which the emergency situation occurred is already seen as the past vehicle.

To this end, the control unit 210 of each vehicle preferably modifies the data structure 500 shown in FIG. 5 to manage the data structure 600 shown in FIG. 6.

In the data structure 600, the fields 602 to 604 and the fields 502 to 504 of the data structure 500 are the same, so description is omitted and only the field 601 is described.

The field 601 stores and holds at least two reference node numbers 601a to 601n received from each reference node 101 to 104. For example, it is assumed that the reference node number field 601 of the data structure 600 maintained by the control unit 210 of the vehicle CAR 0 stores reference node numbers of 104, 103, 102, and 101.

In this case, when the emergency facing vehicle CAR 1 sends the emergency message 400 shown in FIG. 4, the vehicle CAR 0 may also receive it, but the control unit 210 of the vehicle CAR 0 may have a field ( If the reference node number stored in 601 is searched and there is a value equal to the reference node number 401 of the emergency message 400, that is, 102, the emergency message is ignored.

That is, the value 102 of the reference node number 401 included in the emergency message 400 means that the vehicle CAR 1 currently facing an emergency situation is approaching the reference node 102, and the vehicle in front of it. (CAR 0) may be regarded as having already passed the emergency occurrence point if there is a value matching 102 among the plurality of reference node values stored in the field 601, and thus an emergency message (sent from the vehicle CAR 1) Ignore 400).

On the contrary, the rear vehicles (CAR 2-1, CAR 2-2, CAR 3-1, etc.) of the vehicle CAR 1 have an emergency message in the reference node number field 601 of the data structure 600 maintained by the own control unit. Since there is no reference node number value 102 included in 400, the received emergency message 400 is recognized as a valid emergency message and processing is performed accordingly.

In this way, unnecessary emergency message propagation can be prevented for vehicles that have already passed the emergency occurrence point, and the emergency message can be propagated only to the rear vehicle of the emergency facing vehicle.

Of course, when the gap between the vehicles is narrow and the emergency facing vehicle CAR 1, the front vehicle, and the rear vehicle are within the wireless communication area of the same reference node, it may be difficult to identify the validity of the emergency message in the above-described manner. However, this may store a sufficient amount (eg, four or more) of the reference node number values in the field 600, and the current reference node values (eg, the reference node values received before the third time) and the present received at some time ago. It is possible to overcome any number of modifications, such as by comparing the reference node values in the received emergency message to determine the validity, and those skilled in the art will be able to make various modifications and changes within the scope of the technical idea of the present invention. Excessive details are omitted.

Meanwhile, the controller 210 of the emergency facing vehicle CAR1 must determine the reach hop number 404 when generating the emergency message for the first time. The reach hop number 404 refers to the number of retransmissions of the emergency message, which is a value that determines how far behind the emergency will be propagated.

Typically, if the value of the reach hop number 404 is large, the emergency will be propagated to a long distance, and if the value of the reach hop number 404 is small, the emergency will be propagated only to a close distance.

The emergency facing vehicle CAR 1 uses its current operating speed transmitted from the speed measuring unit 250 as a main parameter to determine an emergency message propagation distance.

In other words, it is desirable to propagate an emergency situation as far as possible when operating at high speed. Therefore, if you reach a large number of reach hops, and if you are operating at a low speed, even if only a short distance propagates, the second accident It is unlikely to occur, so the number of reach hops is reduced. Specifically, when the current speed is several kilometers per hour, it is preferable to empirically determine the number of reach hops by empirical experiments in consideration of road conditions and driving habits of most drivers. In this specification, further description thereof will be omitted.

On the other hand, depending on the distance between the vehicles, even if the same number of reach hops in the emergency message 400 is set, there may be a significant difference in the propagation distance.

That is, in the present invention, the propagation of the emergency message is performed by the node in the vehicle functioning as a sensor node in the sensor network and retransmitting the emergency message, so that the same reach hops according to the distance between the nodes in the vehicle (ie, the distance between the vehicles). The distance at which the emergency message is propagated also varies.

Therefore, it is preferable that the vehicle CAR 1 which generates and transmits an emergency message for the first time determines the reach hop number in consideration of the distance between the vehicle and the rear vehicle together with its own traveling speed.

That is, the distance between the vehicle CAR 1 and the vehicle CAR 2-1 immediately behind it is similar to the distance between the vehicles running in a certain section on the road (for example, the section between the reference dodges 101 to 104). The vehicle (CAR 1) can measure the distance to the vehicle (CAR 2-1) directly behind it and regard it as the distance per one hop, and from this, the reach hop number can be determined by considering the driving speed. have.

For example, if the vehicle CAR 1 was driving at 100 km / h when facing (or just before) an emergency situation and decided to propagate an emergency message up to 2 km back, the vehicle CAR 1 and the vehicle immediately behind it (CAR) If the distance between 2-1) was 100m, an emergency message with the reach hop number set to 20 is generated.

In contrast, if the vehicle CAR 1 was traveling at 100 km / h when it faced (or immediately before) an emergency situation and decided to propagate an emergency message as far as 2 km back, the vehicle CAR 1 and the vehicle immediately behind it ( If the distance between CAR 2-1) was 50m, an emergency message with the reach hop number set to 40 is generated.

To this end, the in-vehicle node 200 preferably further includes a distance measuring sensor (not shown) such as an ultrasonic sensor or a laser sensor in order to measure the distance between vehicles.

The power supply unit 230 supplies power to the in-vehicle node 200, and may be an in-vehicle battery or an in-vehicle generator, and may be configured as a separate independent power supply device.

In the above, the determination of the validity of the emergency message in each vehicle using the generation of the emergency message and the reference node number has been described. Hereinafter, a warning operation performed in each vehicle that has received a valid emergency message will be described.

The warning unit 240 provides a warning to the driver according to the control signal from the control unit 210. The warning unit 240 may be implemented as various means such as sound or lighting, and may be applied by using a speaker and a direction indicator of the vehicle or by attaching a separate alarm means to the inside of the vehicle.

The guide unit 250 receives the emergency occurrence distance from the controller 210 and displays the emergency distance to the driver. The guide unit 250 may be applied to various display means such as LCD, LED, and FED, or may be used as a sound or other sound effect by sound means. Can be guided.

The emergency occurrence predicted distance refers to a value for predicting the distance between the vehicle receiving the emergency message and the point where the emergency occurred, which can be calculated by the following method.

First, as shown in FIG. 3, reference nodes arranged on the road centerline are arranged at regular intervals (for example, 20 m), and the controller 210 of each vehicle already knows the distance between the reference nodes, and each reference node is a series according to the arrangement order. If the number has its own identifier, the reference node number, the vehicle (CAR 4-1) receiving the emergency message has a reference node number 401 value of 102 in the emergency message, and is currently received by the reference node. Since the number is 104, the difference can be obtained and the distance can be predicted by multiplying the interval between the reference nodes. In the example of FIG. 3, the vehicle CAR 4-1 will be predicted to be 40 m [(104-102) x 20 m] away from the emergency area.

On the contrary, when the arrangement interval between the reference nodes is not constant, the reference node numbers are not serialized, or the control unit 210 of the in-vehicle node 200 does not know the interval between the reference nodes, the vehicle CAR 4-1 receives. The estimated distance from which an emergency occurs can be estimated from the value of the current hop number 403 in the emergency message 400.

Since the current hop number 403 indicates how many times the received emergency message has been retransmitted, the estimated hop distance may be estimated by multiplying the current hop number by the distance between hops.

The hop-to-hop distance may be a constant value that has been experimentally obtained and set in advance, but may be obtained by measuring the distance between the receiving vehicle CAR 4-1 and the vehicle CAR 3-1 directly above.

In FIG. 3, if the distance between vehicles measured by the vehicle CAR 4-1 is 20 m, the value of the current hop number 403 in the emergency message received by the vehicle CAR 4-1 will be 2, so the emergency situation The estimated distance of occurrence can be estimated to be 40m [2 × 20m].

Hereinafter, a traffic emergency propagation method according to the present invention will be described with reference to FIGS. 7 to 8.

7 is a diagram illustrating a process of generating and sending an emergency message by an emergency facing vehicle according to the present invention.

When driving the vehicle, sensor network communication is performed between the reference node installed in the center of the road and the in-vehicle node device, and using the reference node number of the reference message, the driving direction of the vehicle is identified and the corresponding direction is indicated. The value is maintained (S710).

When an emergency occurs on the road, the vehicle facing the emergency causes the driver to operate an input switch of the node 210 in the vehicle to generate an emergency message.

Alternatively, the in-vehicle node 200 may detect an emergency situation or an emergency brake operation of the vehicle to recognize an emergency situation and perform an emergency message generation operation (YES in S720).

The control unit 210 of the in-vehicle node continuously grasps the moving direction by performing the continuous step S710 until an emergency occurs (NO in S720).

In order to generate an emergency message, the control unit 210 of the in-vehicle node 200 receives the driving speed of the vehicle from the speed measuring unit 250 and determines the propagation distance of the emergency message based on the received driving speed.

When determining the propagation distance, the propagation distance may be determined in proportion to the traveling speed of the vehicle or by measuring the distance with the rear vehicle and considering the driving distance together with the traveling speed. The reach hop number of the emergency message corresponding to the determined propagation distance is determined (S730).

The control unit 210 of the in-vehicle node 200 generates and transmits an emergency message including the last reference node number stored in the memory, the direction indication value, the current hop number information, and the propagation distance hop number information (S740).

8 is a flowchart illustrating a method performed by a vehicle receiving an emergency message according to the present invention.

As shown, the control unit 210 of the vehicle in operation continuously receives the reference message, checks the driving direction of the vehicle based on the difference between the reference node numbers, and obtains and maintains a corresponding driving direction indication value (S810). .

If an emergency message is received while driving (S820), the controller 210 determines its validity (S820).

Referring to FIG. 9, the validity determination process of the emergency message will be described. The process confirms the direction indication value in the received emergency message (S831), and compares it with the progress direction indication value of the vehicle identified through the step S810. The identity of the directions is determined (S832).

As a result of determination, when the traveling direction of the emergency message originating vehicle and its own traveling direction are different, the controller 210 ignores the received emergency message (NO in S832).

Regarding the emergency message in which the validity of the direction is recognized, it is desirable to further determine the location of the emergency message in front of and behind the emergency occurrence area (S833).

The reference node number of the received message is compared with the reference node number of the received emergency message by comparing the reference node number maintained by the control unit 210 of the current vehicle with the reference node number maintained by the control unit 210. If it is in front of the vehicle in the forward direction or backward, and if it is ahead, it is an emergency message transmitted from the rear of the current vehicle and is ignored as an invalid message (NO in S833). (YES in S833), the emergency message is confirmed to be valid (S834).

When the validity of the emergency message is confirmed through the above-described steps (S831 to S834), the driver is warned of an emergency situation by blinking a direction indicator light or a buzzer sound (S840). At this time, different warnings may be performed according to the distance from the location where the emergency occurred. In other words, if it is determined to be close to the emergency occurrence area, a more urgent warning is provided.

In addition, the guide unit 250 provides a distance (ie, an emergency occurrence expected distance) from a location where an emergency occurs. The process of calculating the emergency distance expected distance is omitted because it is the same as described above.

In addition, the controller of the in-vehicle node device may be controlled to automatically decelerate the running speed of the vehicle by interworking with the brake system of the vehicle or the ECU in the vehicle. At this time, it is preferable to adjust the deceleration degree according to the distance from the emergency occurrence position (S860).

After the warning to the driver, it is determined whether to retransmit the emergency message (S870). tIf the current number of hops (403) of the received emergency message is less than or equal to the reach hops (404), it is no longer necessary to propagate the emergency, so it ends without sending the message; otherwise, the current number of hops in the emergency message Update by incrementing 403, and retransmits it (S880).

On the other hand, determining whether to retransmit based on the difference between the current hop number 403 and the reach hop number 404, unlike step S880 described above, the current hop number 403 is the reach hop number 404 Various modifications are possible, such as retransmission when less than, and not retransmission when abnormal.

For example, the retransmission may be stopped if the difference between the current hop number 403 and the reach hop number 404 falls within a predetermined range.

As mentioned above, although the configuration of the present invention has been described in detail with reference to the preferred embodiments and the accompanying drawings, it is only an example and various modifications and changes are possible within the scope of the technical idea of the present invention.

Therefore, the scope of the present invention should be defined by the following claims.

1 is a block diagram showing the configuration of a reference node for a sensor network according to the present invention.

2 is a block diagram showing the configuration of an in-vehicle node device using the sensor network according to the present invention.

3 is a view showing an embodiment of a traffic emergency propagation method according to the present invention.

4 is a block diagram showing the structure of an emergency message according to the present invention.

5 is a block diagram showing a data structure of a control unit of an in-vehicle node device according to the present invention;

6 is a block diagram showing a data structure of a control unit of a modified in-vehicle node device according to the present invention;

7 is a flow chart of a method for generating and sending an emergency message when an emergency situation occurs according to the present invention.

8 is a flowchart illustrating a propagation process of a received emergency message according to the present invention.

9 is a flowchart illustrating a process of determining validity of a received emergency message according to the present invention.

Claims (10)

A wireless communication unit which receives a reference message from a plurality of reference nodes installed on a road, and transmits and receives an emergency message with a node in an adjacent vehicle; And a controller for maintaining at least two of the unique identifiers of the plurality of reference nodes included in the reference message, and determining the validity of the received emergency message by using the same. The controller determines a heading direction indication value indicating a heading direction of the vehicle by using the at least two reference node unique identifiers to be maintained, Determining the validity of the emergency message by comparing the progress direction indication value in the received emergency message with the determined progress direction indication value; In-vehicle node device using a sensor network, characterized in that. The method of claim 1, wherein the emergency message Unique identifier of adjacent reference node in case of emergency, direction indication of vehicle, current hop number and reach hop number In-vehicle node device using a sensor network comprising a. The method of claim 2, wherein the control unit Extracting the reference node unique identifier in the emergency message, comparing the at least two reference node unique identifiers to be maintained, and if there is a value equal to the unique identifier in the emergency message among the maintained unique identifiers as a result of the comparison, Judging the emergency message as invalid In-vehicle node device using a sensor network, characterized in that. delete A plurality of reference nodes installed along a center line and forming a sensor network; The in-vehicle node device according to any one of claims 1 to 3, wherein the reference message is received from each of the reference nodes, the progress direction is checked, and the validity of the emergency message is determined. The emergency situation propagation system using the sensor network, characterized in that the validity of the emergency message is determined by comparing the progress direction indication value in the received emergency message and the confirmed progress direction. In a traffic emergency propagation method using a sensor network capable of blocking an invalid emergency message, Receiving reference messages including a unique identifier from a plurality of reference nodes installed on a road; Maintaining at least two said unique identifiers; Receiving an emergency message including emergency information; Determining the validity of the received emergency message; Retransmitting the emergency message if it is determined that the message is valid; Ignoring the emergency message if it is determined that the message is invalid Traffic emergency situation propagation method using a sensor network comprising a. 7. The method of claim 6, wherein maintaining Preparing at least two storage spaces, Storing the received unique identifier in the storage space; If a new unique identifier is received, updating the oldest unique identifier among the stored unique identifiers with the new unique identifier Traffic emergency situation propagation method using a sensor network comprising a. The method of claim 6, wherein the determining of the validity comprises Extracting a unique identifier of the reference node included in the received emergency message; Comparing the extracted unique identifier with a unique identifier of each reference node included in the reference message; Determining that the emergency message is invalid if there is a value that matches each other as a result of the preparation; Traffic emergency situation propagation method using a sensor network comprising a. In a traffic emergency propagation method using a sensor network capable of blocking an invalid emergency message, Receiving a unique identifier of each reference node from a plurality of reference nodes, determining a traveling direction of the receiving vehicle based on the reference identifier, and setting a corresponding driving direction indication value; Receiving an emergency message from another vehicle, Determining the validity of the emergency message; Ignoring this in the case of an invalid emergency message as a result of the determination Traffic emergency propagation method using a sensor network comprising a. The method of claim 9, wherein the validity determining step, Extracting a direction indication value included in the emergency message; Comparing the extracted heading direction value with a heading direction value of a receiving vehicle; Determining that the emergency message is invalid when the two direction indication values are different; Traffic emergency situation propagation method using a sensor network comprising a.

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