KR20190032047A - Vehicle navigation method in emergency situation - Google Patents

Abstract

According to an embodiment of the present invention, a vehicle navigation method comprises the following steps of: generating traffic congestion information representing traffic congestion with respect to a road network including a plurality of road segments, wherein the traffic congestion information includes a congestion level with respect to each road segment; setting a first optimal route for a plurality of normal vehicles in the road network based on the traffic congestion information; updating the traffic congestion information by adjusting the congestion level with respect to at least one road segment when a previously defined emergency event occurs; and resetting the first optimal route for at least one vehicle of the normal vehicles based on the updated traffic congestion information.

Description

{VEHICLE NAVIGATION METHOD IN EMERGENCY SITUATION}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle navigation method, and more particularly, to a vehicle navigation method when an emergency situation occurs.

Vehicle navigation is a device or program that helps users drive a vehicle by showing a map to the user or providing a shortest path to a destination. Generally, a vehicle navigation apparatus aims at providing an optimal route from a departure point to a destination of a general vehicle in a normal road environment.

Meanwhile, various emergency situations such as traffic accidents and disasters can occur in the road environment. In such an unusual road environment, it is important to dispatch an emergency vehicle such as an ambulance, a fire truck, etc. to the point of accident quickly, in order to minimize the damage of persons. In other words, it is important to reduce the transmission time of the emergency vehicle service to the point of accident.

However, the conventional vehicle navigation apparatus only provides a navigation method for a general vehicle in a normal situation, and provides a navigation method for setting an optimal route from an origin to an accident point for an emergency vehicle in an emergency situation can not do it. In addition, the conventional vehicle navigation apparatus does not provide a navigation method for bypassing the ordinary vehicle on the road around the accident point for the rapid movement of the emergency vehicle.

Accordingly, the present specification provides a navigation method for setting an optimal route to an emergency vehicle in an emergency situation.

In addition, the present specification provides a navigation method for bypassing a general vehicle for rapid movement of an emergency vehicle in an emergency.

In addition, the present specification provides a navigation method for bypassing an ordinary vehicle to protect an accident road and an accident road around the road.

The vehicle navigation method according to an embodiment of the present invention includes generating traffic congestion information indicating a traffic congestion degree for a road network including a plurality of road segments, the traffic congestion degree information including a congestion level for each road segment and; Setting a first optimal route for a plurality of general vehicles in the road network based on the traffic congestion information; Updating the traffic congestion information by adjusting a congestion level for at least one road segment if a predefined emergency event occurs; And resetting the first optimal path for at least one of the plurality of general vehicles based on the updated traffic congestion information.

A server for providing vehicle navigation according to an embodiment of the present invention includes a memory for storing data; A communication unit for transmitting and receiving a wired or wireless signal; And a processor for controlling the memory and the communication unit, the processor generating traffic congestion information indicative of a traffic congestion degree for a road network including a plurality of road segments, wherein the traffic congestion degree information includes Contains the congestion level for; Setting a first optimal route for a plurality of general vehicles in the road network based on the traffic congestion information; Update the traffic congestion information by adjusting a congestion level for at least one road segment if a predefined emergency event occurs; And reset the first optimal path for at least one of the plurality of general vehicles based on the updated traffic congestion information.

A vehicle navigation system according to an embodiment of the present invention generates traffic congestion information indicating a traffic congestion degree for a road network including a plurality of road segments, the traffic congestion degree information includes a congestion level for each road segment, A control server for setting a first optimal route for a plurality of general vehicles in the road network based on the traffic congestion information; A client device included in the general vehicle, for transmitting position information and destination information of the vehicle to the control server, and receiving the first optimal path from the control server; And a network device for communicating data between the control server and the client device, wherein the control server is configured to adjust the congestion level for at least one road segment if a predefined emergency event occurs, Update the information, and reset the first optimal path for at least one of the plurality of general vehicles based on the updated traffic congestion information.

According to an embodiment of the present invention, it is possible to set an optimal route for an emergency vehicle based on the traffic congestion level in the event of an emergency, and provide a rapid emergency service through bypassing a general vehicle for rapid movement of the emergency vehicle.

In addition, according to the embodiment of the present invention, it is possible to protect the vicinity of an accident road and an accident road by bypassing a general vehicle based on a traffic congestion degree in the event of an emergency.

1 shows an architecture of a navigation system according to an embodiment of the present invention.
FIG. 2 illustrates a method of collecting traffic flow information according to an embodiment of the present invention.
FIG. 3 illustrates a congestion contribution step function for two vehicles in accordance with an embodiment of the present invention.
4 shows an example of a congestion contribution matrix according to an embodiment of the present invention.
FIG. 5 illustrates a method for protecting an accident road segment and providing an emergency service according to an embodiment of the present invention.
6 illustrates a method of performing a zone-based accident zone protection in accordance with an embodiment of the present invention.
Figure 7 shows the inflow and outflow rates for the first and second protection zones according to one embodiment of the present invention.
FIG. 8 shows a configuration of a server for providing vehicle navigation according to an embodiment of the present invention.
Figure 9 shows a flow diagram of a method by which a control server provides vehicle navigation, in accordance with an embodiment of the present invention.

The following description is intended to illustrate and describe specific embodiments in the drawings, since various changes may be made and the embodiments may have various embodiments. However, it should be understood that the following description does not limit the specific embodiments, but includes all changes, equivalents, and alternatives falling within the spirit and scope of the following description.

The terms first, second, A, B, etc., may be used to describe various components, but the components are not limited by the terms, but may be used to distinguish one component from another . For example, without departing from the scope of the following description, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component. And / or < / RTI > includes any combination of a plurality of related listed items or any of a plurality of related listed items.

As used herein, the singular " include " should be understood to include a plurality of representations unless the context clearly dictates otherwise, and the terms " comprises & , Parts or combinations thereof, and does not preclude the presence or addition of one or more other features, integers, steps, components, components, or combinations thereof.

Before describing the drawings in detail, it is to be clarified that the division of constituent parts in this specification is merely a division by main functions of each constituent part. That is, two or more constituent parts to be described below may be combined into one constituent part, or one constituent part may be divided into two or more functions according to functions that are more subdivided. In addition, each of the constituent units described below may additionally perform some or all of the functions of other constituent units in addition to the main functions of the constituent units themselves, and that some of the main functions, And may be carried out in a dedicated manner. Therefore, the existence of each component described in the present specification should be interpreted as a function, and for this reason, the configuration of the components according to the navigation system of the technology described below is limited to the extent that the object of the technology described below can be achieved It should be clear that this can be different from the corresponding drawings in Fig.

Also, in performing a method or an operation method, each of the processes constituting the method may take place differently from the stated order unless clearly specified in the context. That is, each process may occur in the same order as described, may be performed substantially concurrently, or may be performed in the opposite order.

The techniques described herein can be applied to guide the path of a vehicle in a cloud navigation system. The cloud navigation system currently used in the market guides the route with the shortest arrival time from the origin to the destination in accordance with the real-time traffic situation. However, if multiple people are guided through the same route with the same cloud navigation system and multiple vehicles enter the guided route, the arrival time may rather increase.

The technique described in this specification does not guide the route to a specific vehicle based on only the shortest time or the shortest distance of the specific vehicle, but rather the congestion that occurs when the vehicle enters the route for all the vehicles using the cloud navigation system And the traffic congestion degree of the entire road network is small.

In addition, the technique described in this specification can set and provide an optimal route to an emergency vehicle based on traffic congestion information when an emergency event such as a traffic accident occurs. Further, the technique described in this specification updates the traffic congestion degree information by adjusting the congestion degree level with respect to the road segment on the route of the emergency vehicle for the rapid movement of the emergency vehicle, and re-establishes the bypass route based on the updated information . In addition, the techniques described herein can update the traffic congestion information by adjusting the congestion level for an accident road segment to protect the accident area, and reset the bypass route based on the updated traffic congestion information. In addition, the technique described in this specification can set a protection zone for protection of an accident area, and reset a bypass route for a general vehicle through dynamic traffic flow management therefor.

Hereinafter, some terms used in this specification will be defined first.

In the present specification, a road network means a network including a set of intersections (or intersections) and a set of roads (or road segments) connecting the two intersections. Such a road network can be implemented or modeled as a graph (road network graph) including a set of vertices corresponding to intersections and a set of edges corresponding to road segments. Thus, in the present context, a road can be referred to as a road segment or edge, and an intersection can be referred to as an intersection or a vertex. Also, the area represented by the road network in this specification may be an area under the management of the navigation system.

In this specification, a vehicle means a moving means in a road network. For example, the vehicle may be a vehicle such as an automobile or a motorcycle. In this specification, a vehicle can be classified as an ordinary vehicle and an emergency vehicle. At this time, the emergency vehicle may be a vehicle for providing an emergency service (for example, emergency treatment service, fire service, etc.) when an emergency event occurs. For example, an emergency vehicle may be an ambulance, a fire truck, a police car, or the like providing emergency services. Further, the general vehicle may be a vehicle other than the emergency vehicle. Here, the emergency event is an emergency related event, and may be various kinds of events that affect the traffic flow in the road network. For example, an emergency event may be a traffic accident, a vehicle fire, or the like.

In this specification, a path (or a vehicle path) means a path through which a vehicle moves in a road network. Such vehicle paths may include a plurality of intersection points and roads. Thus, the vehicle path may also be implemented or modeled as a graph comprising a set of vertices and a set of edges.

In this specification, the navigation system can set the optimal route of the vehicle based on the traffic congestion information. Here, the traffic congestion information may be information indicating a traffic congestion degree with respect to the road network. Such traffic congestion information may include a congestion level for each road segment included in the road network. Thus, congestion can be determined and managed on a road segment basis. In the present specification, the traffic congestion information may be referred to as an overall traffic congestion degree, a congestion contribution matrix, etc., and the congestion level may be referred to as congestion value, congestion contribution, cumulative link congestion contribution, and the like.

In the present specification, the route information is information necessary for an optimal route setting of the vehicle, and may include vehicle position information indicating a current position or a starting position of the vehicle and / or destination information indicating a destination.

Hereinafter, the vehicle navigation system and the navigation method will be described in detail with reference to the respective drawings.

1 shows an architecture of a navigation system according to an embodiment of the present invention. FIG. 2 illustrates a method of collecting traffic flow information according to an embodiment of the present invention.

In the present specification, the navigation system may be a system for providing a navigation service for a vehicle. For example, the navigation system may be a cloud navigation system that provides a navigation service for provision of emergency services.

1, the navigation system includes a vehicle 10, a road-side unit (RSU) 20, an evolved Node B (eNodeB) 30, a traffic control center Control Center) 100 and / or an Emergency Center (EC) An exemplary explanation for each is as follows.

Vehicle 10: Vehicle 10 may comprise at least one communication module / unit for wired / wireless communication as a means of movement (e.g., an automobile) in a road network. For example, the vehicle 10 may include a GPS module, a DSRC communication module, and / or an LTE communication module. In this case, the vehicle 10 can acquire the current position information of the vehicle 10 (the position information of the vehicle 10) using the GPS module, and the RSU 20 and the DSRC -Range Communications) communication with the eNodeB 30, and can perform LTE communication with the eNodeB 30 using the LTE communication module. The vehicle 10 may communicate with the RSU 20 or the eNodeB 30 to report the current mobility information (e.g., speed, location, acceleration, etc.) and the planned navigation path to the TCC 100 . The operation of this vehicle 10 can be performed, for example, by an on-board unit (OBU) mounted in the vehicle 10. [ In this specification, an OBU included in a vehicle or a vehicle may be referred to as a client device.

Load-Side Unit (RSU) 20: The RSU 20 may be an access point mounted on an infrastructure within a road network. For example, the RSU 20 may be a wireless access point located at each intersection 200 in the road network (e.g., mounted to a traffic light at each intersection). As an example, the RSU 20 may communicate with the vehicles 10 within the vehicle 10 ad hoc networks (VANET) via DSRC. In addition, the RSU 20 may be connected to the Internet. Also, in the road network, the RSUs 20 may be interconnected via a wired or wireless network.

eNodeB 30: The eNodeB 30 may be a base station of an LTE cellular network. As an example, under the coverage of the eNodeB 30, the subscribed mobile device can use voice, text messaging and / or data access services. the eNodeB 30 may be a supplementary component for the vehicle 10 to communicate with the TCC 100 if the vehicle 10 can not be connected to the RSUs 20. Although the eNodeB 30 for 4G (LTE) communication is exemplified as a base station for wireless cellular communication in the present specification, the present invention is not limited thereto and various kinds of wireless cellular communication such as 2G / 3G / 4G (LTE) / 5G (Or wireless mobile communication) may be included in the road network. In this case, the vehicle 10 and the like can perform wireless communication with the corresponding base station using a corresponding communication method. In this specification, an RSU or eNodeB may be referred to as a network device.

Traffic Control Center (TCC): The TCC 100 may be a server complex for traffic control / management. For example, the TCC 100 may be an urban traffic dedicated management server complex including a high performance computing cluster, a wired / wireless network, data storage, and the like. As an example, TCC 100 may collect real-time road traffic information such as average speed, vehicle 10 density, and vehicle 10 flow. In addition, the TCC 100 may have a reliable connection with an emergency center where an emergency event may be reported. The TCC 100 can also maintain / manage the congestion contribution matrix (or traffic congestion information) to be described later and set an optimal path for the vehicle 10. The operation of the TCC described above can be performed by a management server or a control server included in the TCC. In this specification, the control server (or management server) of the TCC and the TCC can be equated and described. The configuration of such a TCC or management server will be described below with reference to Fig.

Emergency Center (EC) 200: The EC 200 may be an urban emergency event response hub responsible for dispatching emergency vehicles 10 and handling emergency events. In general, the EC 200 can be located inside a hospital that can provide emergency medical treatment. As an example, the EC 200 may receive notification of a road emergency from the TCC 100. In other words, the EC 200 may receive notification of the occurrence of an emergency event from the TCC 100. [

Hereinafter, the assumptions necessary for explaining the operation of the navigation system will be described. However, some or all of the following assumptions may be ignored or replaced by other assumptions, depending on the embodiment.

First, it is assumed that the vehicle 10 is able to communicate with the TCC 100 via DSRC or LTE. For example, the vehicle 10 may communicate with the TCC 100 via the RSU 20 using DSRC communication and with the TCC 100 via the eNodeB 30 using LTE communication . At this time, the basic communication mode may be the DSRC communication mode. However, if the vehicle 10 can not communicate with the RSU 20 via DSRC, an LTE communication mode may be used to exchange information with the TCC 100.

Second, it is assumed that the communication delay between the vehicle 10 and the TCC 100 can be ignored because the degree of communication delay through DSRC or LTE is much less than the time the vehicle 10 passes through the road segment. Thus, the vehicle 10 and the TCC 100 can exchange information in-time.

Third, it is assumed that a sensor, such as a loop detector, is connected to the RSUs 20 in the road segments. For example, as shown in FIG. 2, sensors may be included in the RSU or RSU with each RSU located at each intersection in the road segment. In this case, the sensor can calculate the number of vehicles 10 entering and leaving the road segment, and the RSU 20 knows exactly the road traffic situation / flow. The RSU 20 may then report the collected traffic flow information to the TCC 100.

Fourthly, it is assumed that each vehicle 10 agrees to provide its location information and destination information to the TCC 100 whenever necessary. At this time, the information transmission between the vehicles 10 and the TCC 100 may be encrypted and the TCC 100 should not disclose the mobility and identity information of the driver to any third party for their privacy protection.

Hereinafter, a scenario in which an emergency event (e.g., a traffic accident) occurs in the road network as shown in FIG. 1 will be described based on the above-described assumption. In this scenario, the collided vehicles 10 report the occurrence of an emergency event to the TCC 100 via the RSU 20 or the eNodeB 30, and the TCC 100 notifies the EC 200 of the occurrence of an emergency event report. Thereafter, the EC 200 dispatches the EV to the accident site.

In the embodiment of FIG. 1, the thick dashed line is a selected path having a minimum travel time from the EC 200 to a traffic accident point. This route is the shortest route at present, but there may be many other vehicles (e.g., V1, V2, V3) currently operating along this route. At this time, when an emergency vehicle (EV) passes through this route, other vehicles must stop or stop on the road side in order to leave space for the EV. On the other hand, vehicles on neighbor roads (e.g., V4 and V5) may need to use the path of the EV. Thus, in the vicinity of the vehicle collision point, potential traffic or low-speed driving caused by an accident is encountered. As a result, the travel time for vehicles around the accident will be increased.

Therefore, the navigation system should set up routes for emergency vehicles and general vehicles to improve the efficiency of provision of emergency services and also to protect the accident site, considering the following matters. For example, the navigation system may be configured to: 1) allow vehicles on the path of the EV to interfere with the penetration of the EV, even if the path of the EV is the shortest time-wise path to the current traffic condition; 2) vehicles that use the EV route may also affect the efficiency of emergency service provision, and 3) the slow traffic flow around the accident site may cause additional traffic to other vehicles .

Hereinafter, various embodiments of a method in which the navigation system considers the above and provides an optimal path will be described. As described above, this optimal path may be provided by the management server of the TCC or TCC in the navigation system.

Travel Delay and End-to-End Delay for Road Segments

First, an exemplary travel delay modeling for both road segment and end-to-end (E2E) travel paths is described.

As described above, the road network can be modeled as a road network graph. Here, the road network graph is a graph in which V denoted by V (G) is a set of vertices (i.e., intersections), and E denoted by E (G) denote directed edges (V, E) with respect to the road map, such that the road segment is a set of road segments (i. E., Road segments) e ij. As such, a road network may be modeled as a graph comprising a set of vertices corresponding to intersections and a set of edges corresponding to road segments connecting the two intersections.

In a typical road traffic scenario, a particular length of vehicle travel delay may follow a gamma distribution. For example, the travel delay for the road segment i may be defined as di following the gamma distributions di ~ G (ki, θi), where ki and θi are the shape parameter and the scale parameter . In this case, ki, θi may be derived from the dispersion si ² of Average delay mi, and movement delay of the road segment, mi and si ² is to be collected from the real-time operation reports or loop detector of the vehicle for each road segment .

For example, suppose that the travel delays of road segments in a path are independent of one another and follow the same gamma distribution. That is, the collection of all the random variables di of this path's travel delay D can be independent and identically distributed (i.i.d). Thus, the mean and variance of the travel delays of these paths can be predicted as the cumulative mean and variance of the road segments along the path. Therefore, assuming that there are n intersections and n-1 road segments from the source location to the destination location, the mean E [D] and variance Var [D] of the travel delays of these paths can be expressed as :

Therefore, the mobile E2E delay D may be modeled as a Gamma distribution _{D ~ G (k D, θ} D), where _D k and θ _D may be in formulation E [D] and Var [D].

Indeed, various methods, such as, for example, a camera or loop detector, can be used to measure the delay of a single road segment or E2E path. As described above, in order to accurately measure the travel delay in real time, each road segment may be equipped with a sensor such as a loop detector at its entrance and exit. An example of this is shown in FIG.

For example, suppose that during the sample period T, the number of vehicles traveling with respect to the road segment vi, vj is n, (vi, vj) represents the edge with two vertices vi and vj, The time to travel this road segment is t _Vi , and the average travel delay d _{(vi; vj)} of the road segments vi, vj can be calculated as:

Where l _{(vi; vj)} is the length of the road segment (vi, vj), _L v is the speed limit on this road segment, dTL is the average wait time of traffic lights. In Equation (3), two cases are considered.

The first case is when there is a vehicle traveling on a road segment (n> 0). In this case, d _{(vi; vj)} is the average travel time for all vehicles. At this time, the time t _Vi may include the waiting time for the traffic lights at the intersections before the next road segment. The second case is when there is no moving vehicle on the road segment during the sampling time (n = 0). In this case, d _{(vi; vj)} is the sum of the travel time for the road segment and the average signal latency time for the speed limit.

The sequence of the junction _{R Vi = <v1, v2,} ..., vn>, with respect to the vehicle Vi having a path R comprising a _V vn ∈ V (G), E2E delay may be formulation as follows:

Here, R _Vi is an intersection that includes all the vertices of the path of Vi.

Hereinafter, a navigation method for setting an optimal route in a general situation will be described with reference to FIGS. Here, a general situation refers to a situation where an emergency event has not occurred.

Navigation method for optimal route setting in general situation (general navigation method)

First, we describe the congestion contribution model and the congestion contribution model-based shortest path algorithm, and explain the navigation method based on the congestion contribution model-based shortest path algorithm.

Congestion contribution model :

Based on the road segment delay and E2E delay discussed above, each vehicle has a travel delay (link delay) for each road segment on its path as well as an E2E delay for the entire path. For a particular vehicle Vj, the Congestion Contribution (CC) ci ^Vj is modeled as:

Where Dn ^Vj is the E2E delay of the vehicle relative to the vehicle path having n vertices, i.e., the travel delay from the origin crossing point 1 to the destination crossing point n. Di ^Vj is the sub-path delay from the source intersection point 1 to the intermediate intersection point i, as follows:

Where d _{(vk, vk + 1)} is the travel delay for the road segment (vk, vk + 1) in the path. For example, in the case of the start of a path, D ₁ ^Vj is defined as 0, and the corresponding movement delay c ₁ ^Vj is 1.

Since the c _i ^Vj on the road segment of the path is invariant, the congestion contribution step function (CCSF) for the sub-path delay x from the starting position of the vehicle to the middle position on its trajectory ci ^Vj (x) can be defined as follows.

Here, u (x - D _i ^Vj ) is a shifted unit step function as follows:

FIG. 3 illustrates a congestion contribution step function for two vehicles in accordance with an embodiment of the present invention. For example, FIG. 3 shows the step function of two vehicles mapped to their path.

Referring to FIG. 3, the first vehicle V ₁ and the second vehicle V ₂ have different scales for the CC value on the y-axis. As shown in FIG. 3, all vehicles have a CC value of 1 (indicating the input of one vehicle into the road segment) at the entrance of the first road segment in their path, after which the CC value decreases linearly On the other hand, the CC value is maintained as a constant on each road segment.

For a road network graph G with n vertices (intersections), the CCM (Congestion Contribution Matrix) is defined as:

Where i, j ∈ V (G). Also, m _{i; j} is the cumulative link congestion contribution of the road segment e _{i; j} , i.e., the sum of the congestion contributions from all vehicles passing through and passing through edge e _{i; j} . In other words, m _{i; j} is the sum of the congestion levels that are passing through the edge e _{i; j} and contributed by all vehicles that will pass through it.

After the vehicle contributing to the congestion has passed the edge, the corresponding congestion contribution of such a vehicle will be subtracted from the corresponding entry in the CCM. As described above, in this specification, the CCM may be referred to as traffic congestion information, and congestion contribution may be referred to as congestion level.

As an embodiment, the CCM is maintained and managed by the TCC in the navigation system and can be updated dynamically by V2I and I2V communications between vehicles and RSUs. With this CC, it can be seen that when all N vehicles pass through the same road segment e _uv , the upper limit of any element in the CCM is the number of vehicles (denoted by N) running in the road network. Hereinafter, an example of the congestion contribution matrix will be described with reference to FIG.

4 shows an example of a congestion contribution matrix according to an embodiment of the present invention. In the embodiment of Fig. 4, assume that the two vehicles V1, V2 are moving in the target road network and they have different paths leading to different destinations from one another, but there is a common road segment ei _{; j} through which they will pass. It is also assumed that there are no other vehicles in operation in this road network at the present time.

In this case, the congestion contribution m _{i; j} of the common edge e _{i; j} in CCM is m _{i; j} = C ₃ ^{V 1} (D ₃ ) + C ₂ ^V ₂ (D ₂ ). After the vehicles have passed the edge e _{i; j} , the entry m _{i; j} of the CCM can be updated by subtracting the congestion contribution values C ₃ ^{V 1} (D ₃ ) and C ₂ ^V ₂ (D ₂ ).

Congestion contribution model - based shortest path algorithm:

Hereinafter, a congestion contribution model-based delay-constrained shortest path (DSP) algorithm will be described.

[Algorithm 1]

To illustrate the DSP algorithm, we first introduce an a-incremental travel path. The a-incremental travel path for the vehicle is such that the E2E delay of this path is less than (1 + tau) D, where D is the shortest path travel time for the current traffic condition.

The purpose of the DSP algorithm is to find an a-incremental path based on the k-shortest-path algorithm of CCM and Yen. As shown in Algorithm 1, the inputs of the algorithm are graph G, origin crossing point u, destination crossing point v, and increasing percentage a of the movement path a.

가 획득된다. CCM에 기반하여, k개의 최소 혼잡 증가 경로들(후보 혼잡 증가 경로)이 K에 저장된다. 이때, K의 크기는 k개이다. K 내의 각 경로에 대하여, E2E 지연이 계산되고 D에 입력된다. First, the E2E delay of the shortest path in terms of time is calculated based on the known shortest path algorithm of Dijkstra. Thereafter, the a-increase E2E delay

Is obtained. Based on the CCM, k minimum congestion increase paths (candidate congestion increase paths) are stored in K. At this time, the size of K is k. For each path in K, the E2E delay is computed and input to D.

보다 작다면, (K, i) 쌍에 대해 대응하는 경로가 선택된다. 그렇지 않으면, 다음 경로를 확인하는 것을 계속한다. 모든 k개의 최소 혼잡 증가 경로들이 조건을 만족할 수 없다면, 시간적인 측면(time-wise)에서 Dijkstra 최단 경로가 선택된다.If D is equal to the E2E delay of the a-

, The corresponding path is selected for the (K, i) pair. Otherwise, continue to check the next path. If all the k minimum congestion increase paths can not satisfy the condition, the Dijkstra shortest path is selected in time-wise.

This DSP algorithm is for selecting a constrained bypass path in order to minimize future congestion in the target road network. Compared to the Greedy algorithm (e.g., the Dijkstra algorithm), the DSP intentionally plans a suboptimal path to the vehicle in terms of time, but the overall travel delay to the road network can be significantly reduced. With this DSP algorithm, the vehicle can find a globally optimized path to minimize possible future congestion.

Hereinafter, a navigation method for setting an optimal route in an emergency situation will be described with reference to FIGS. Here, an emergency situation refers to a situation where an emergency event has occurred.

Navigation method for setting the optimal route in an emergency (emergency navigation method)

(I) adaptation of congestion contribution to emergency vehicles and accident road segments, (ii) zone-based accident zone protection, and (iii) traffic flow-based dynamic congestion contribution adjustments to protected zones. Describes a new navigation method for providing emergency services.

As described above, the congestion contribution model can be used in the future, such that each vehicle can be assigned an optimal path that uniformly distributes the traffic flows of all the vehicles for all possible road segments in the target road network, Lt; RTI ID = 0.0 &gt; congestion &lt; / RTI &gt; Emergency navigation methods based on this model optimize the route to each vehicle in the event of an accident within the road network, reach emergency vehicles as quickly as possible, And to reduce the influence of the radiation.

To illustrate this emergency navigation method, several terms need to be defined first.

Accident Road Segment: An accident road segment refers to a road segment associated with a point at which an emergency event has occurred (e.g., a road segment where an accident has occurred). Such an accident road segment can be defined as an edge e _uv ∈ E (G).

를 만족하는, 사고 도로 세그먼트 e_uv의 두 개의 정점 u 및 v의 모든 인접 정점들을 포함하는 집합 S_CV ⊂ V (G)으로 정의된다.Contour Vertices: The contour vertices

Is defined as the set S _CV ⊂ V (G) that contains all the adjacent vertices of the two vertices u and v of the accident road segment e _uv .

Protection Zone: The protection zone is defined as Spz ⊂ E (G) so that all edges of the set S _pz are directly connected to the two vertices u and v of the accidental road segment e _uv , or to the contour apex of the other protection zone. . For example, a protection zone directly connected to two vertices u and v of an accident road segment e _uv may be referred to as a first protection zone, and a protection zone, which is directly connected to the contour apex of the first protection zone, Lt; / RTI &gt; This will be described below with reference to Fig.

In the following, a DSP-based Reroute Algorithm for an accident road segment will be described first.

As discussed above, the congestion contribution model provides a good prediction of future congestion based on a reduced stair function that exploits the percentage of travel time for the entire mobile course. That is, the farther road segment with respect to the vehicle's trajectory of movement has a low congestion contribution due to the delay of travel of the road segment. Further, the CCM managed by the TCC is periodically updated through interaction with the vehicles via the V2I and I2V, or 4G (LTE) links, and the TCC provides a globally optimized path for each vehicle Can be provided.

Hereinafter, with reference to FIG. 5, a method for optimizing emergency service provision by the navigation system will be described.

FIG. 5 illustrates a method for protecting an accident road segment and providing an emergency service according to an embodiment of the present invention. In the embodiment of Figure 5, it is assumed that the vehicle V _i is accidents (e.g., a collision or a crash) on the road segment e _uv of the target road network. That is, it is assumed that an emergency event has occurred in e _uv . Further, in Fig. 5, a rectangle having a hatched pattern on the road segment represents a congestion contribution level in the CCM. A thicker rectangle indicates higher congestion in the near future. And, in Fig. 5, a rectangle having a dot pattern represents protection of an accident road segment. 5, dotted lines indicate possible bypass paths.

1) Emergency service provisioning optimization: As shown in Figure 5, an accident vehicle is used to report an accident (if the DSRC device works well after a serious accident, If not, by another vehicle or another RSU) indirectly with the nearby RSU, and then the RSU conveys this information to the TCC in the vehicle cloud.

Thereafter, the TCC provides incident information to the EC, where emergency vehicles (e.g., ambulances, police cars, and fire trucks) are prepared for such accidents. In addition, the TCC may set the corresponding entry m _{u; v} in the CCM to an artificial congestion increase value (e.g., 5000) to protect the accident road segment e _uv , as follows:

Where N is the total number of vehicles in the current road network. In this way, the TCC can update the CCM (or traffic congestion information) for the road network by adjusting the congestion contribution level (or congestion level) for the accident road segment to a preset threshold value or more.

Also, because the TCC has routing information for all clients (or vehicles) in the road network, due to the updated CCM and DSP algorithms, the TCC is able to detect accidental (accidental) &Lt; / RTI &gt; road segment) of the vehicle. Thereafter, the TCC may generate a message for the re-route request, including the new route, to each vehicle via the I2V protocol. The affected vehicles may then follow the new routes from the request. Any newly joined vehicle may also receive an accident-protection path.

After a short period, EV V _E can prepare to head to the accident road segment designated by the EC. Once the EV moves to the road network, the EV can ask the TCC to calculate the fastest path from the current location to the point of the accident. In this case, the TCC can respond to the calculated path. Also, for v ∈ V (G), the corresponding entries m _{i; j} in the CCM, including all road segments in the _EV path R _EV = <v1, v2, ..., vn> The same artificial congestion increase value can be set to d:

Where N is the total number of vehicles in the current road network. Thus, the TCC can update the CCM (or traffic congestion information) for the road network by adjusting the congestion contribution level (or the congestion level) for the road segments on the path of the emergency vehicle to a preset threshold value or more .

The TCC then gathers information about all the vehicles that will pass through any road segment of the EV path and then recalculates / resets the new path for this vehicle, as shown in algorithm 2, have. These vehicles will avoid the EV path so that the EV can acquire a clear way towards the accident road segment. 5, the dotted line around the path of the EV may be possible bypass paths for the vehicles passing through the path of the EV.

The purpose of Algorithm 2 is to determine the path of all vehicles and determine whether the vehicle path overlaps the EV path or the incident edge. If so, as in line 8, the new path P replaces the current path Rn of algorithm 2. The inputs of this algorithm 2 are the graph G, the vehicle set N, the EV path R _EV , the incident edge _ACC , and the bypass element a for the DSP algorithm.

Algorithm 2 will be described as an example of a single vehicle as follows. For example, in the case of n = 1 (vehicle 1), the TCC may first obtain route information for vehicle 1. Next, the TCC can reset the path if the edge in the path of the vehicle 1 overlaps with the accident edge, or overlaps with the edge in the emergency path. Here, the parameters used for route re-establishment may be, for example, vehicle location information indicating the current location of the vehicle, destination information of the vehicle, and / or parameters of the DSP algorithm. The TCC can use these parameters to reset the path of the vehicle by calculating a new path. The TCC can apply this procedure to all vehicles in the road network.

Once the incident has been handled and the road segment has been cleaned, the EV notifies the TCC that the incident has been handled. Thereafter, the TCC will subtract g and d to recover the CCM to its original level, calculate a new path for each vehicle, and distribute a new path to each of them. Thereafter, all vehicles will be rerouted based on the updated routes for efficient navigation.

Hereinafter, with reference to Figs. 6 and 7, a method of performing a zone-based accident area protection in a navigation system will be described.

6 illustrates a method of performing a zone-based accident zone protection in accordance with an embodiment of the present invention. Figure 7 shows the inflow and outflow rates for the first and second protection zones according to one embodiment of the present invention.

2) Zone-based Accident Area Protection: Because the surrounding areas of accident road segments are usually affected by accidents, many vehicles experience congestion. Thus, they will slow down the movement speed, which further causes congestion. This in turn reduces performance against navigation efficiency. For example, due to collisions, nearby vehicles will take longer than in normal traffic conditions. For this reason, this specification proposes zone-based accident zone protection to mitigate the impact of accidents on traffic flow near the accident zone.

In the road network graph G, edge e _uv is an accident road segment, and the first protection zone Z 1 includes all edges directly connected to u and v except e _uv . Formally, the set S _Z1 of edges for zone Z1 is defined as:

Where N (e _uv ) is the neighboring edge of the accidental edge e _uv .

Similarly, the second protection zone, zone 2 (Z2), includes all edges that are directly connected to the contour apex, which is defined as:

Here, N (S _Z1 ) is the neighboring edges of all the edges in S _Z1 .

For example, Z1 and Z2 can be set as shown in Fig. As a driving rule of Z1 and Z2, all ordinary vehicles can be set to evacuate in both areas. External vehicles attempt to bypass, or bypass, around these areas to avoid moving into the two zones.

On the other hand, depending on the embodiment, the first protection zone may be set such that the general vehicle is avoided unconditionally, and the second protection zone may be set such that the general vehicle can use some edge in the protection zone. Further, both the first protection zone and the second protection zone can be set such that the general vehicle can use some edge in the protection zone. To this end, the TCC needs to control or manage the dynamic traffic flow to the protection zone, which will be described below.

3) Dynamic Traffic Flow Control for Protected Zones: This section describes the dynamic congestion contribution adjustment for the protection zones based on the traffic flow. Other vehicles should use longer detour routes to avoid using road segments within the protection zone, although the protection zone provides strong protection against accident road segments and rapid provision of services. In particular, in one-way road dominated road networks, detour vehicles may become congested due to limited options in the bypass road segment. Therefore, through observation of the traffic flow in the protection zone, it is reasonable to allow some ordinary vehicles to use the road segment in the zone when traffic in this zone is relatively small. For this reason, this specification proposes a traffic flow control scheme for a zone area.

In the embodiment of Fig. 7, a road network graph G based on the accident road segment _euv is considered, wherein the vertices u and v are the two ends of the edge _euv . At this time, zone 1 (Z1) and zone 2 (Z2) may be formed to protect the accident point. The vehicle set S _V (T _i ) includes each vehicle during the i th sample time, and l (Ti), the inflow rate of the road segment during the i th sample period T _i , can be expressed as have:

To measure the traffic condition inside the zone, the inflow rate is defined as l ^x, and x ∈ {Z ₁ , Z ₂ }. At this time,

The outflow rate m ^x has a calculation process similar to the inflow rate l ^x for x ∈ {Z ₁ , Z ₂ }. Subsequently, the indicator I is defined as follows, which is the ratio of the inflow rate to the outflow rate for each zone:

Intuitively, if I is greater than 1, this means that the inflow rate is greater than the outflow rate, which means that more vehicles are moving into this area. Conversely, if I is less than 1, this means that more vehicles are leaving this area, and if I approaches 0, it means that the corresponding zone has a balanced traffic flow.

,

및

이다. 이후에, 대응하는 I_Z1 및 I_Z2가 획득된다. 본 명세서에서, 지시자 I는 교통 흐름 정보로 지칭될 수 있다.For example, as shown in Figure 7, yuipryul of all edges in the l ₁ ^Z1 Z1, ^Z1 l _2, ..., l _n ^Z1 and ^Z1 yuchulryul yi ₁ m, ₂ m ^Z1, ..., m _n ^Z1 , where the sequence of sample times Ti is omitted, can be measured. Therefore, for Z1 with n edges, the total inflow and outflow rates are

,

And

to be. Thereafter, the corresponding I _Z1 and I _Z2 are obtained. In this specification, the indicator I may be referred to as traffic flow information.

Recalling the CCM in equation (9), it can be seen that the CC value for edge e in the CCM is the sum of all the CC values from different cars accumulated with respect to this edge, which can be described as:

Here, S _V is the set of all vehicles passing through the edge e, Ckj (Dj) is a corresponding value of CCSF for an edge e contributed by the vehicle in the set S _V (denoted by k), j is the k The index of the edge e in the travel path. Therefore, the CC value m _e ^x of each edge e for x ∈ {Z1, Z2} can be updated through the following model:

는 Z1 또는 Z2에 속하는 에지들의 평균 CC 값이고, m_e ^x는 x ∈ {Z1, Z2}에 대한 각 에지 e의 CC 값이다.here,

Is the average CC value of edges belonging to Z1 or Z2, and m _e ^x is the CC value of each edge e for x ∈ {Z1, Z2}.

및 교통 지시자 Ix로 각 존 내부의 에지들에 대한 CC 값을 갱신한다. Ix가 1보다 큰 경우, m_e ^x는 Ix와

배만큼 증가, 즉 m_e ^x는 m_e ^x와

×Ix의 합으로 급격하게 증가한다. Ix가 1보다 작지만, 0보다 큰 경우, 증강(augment)은

의 부분(fraction)이고, 이는 존 보호를 위하여 존-외부 에지보다 낮은 확률을 갖는 차량들에 존-내부 에지를 할당하는 경로 계획을 가능하게 한다.The justification for this model relies on observations of changing vehicle behaviors before and after construction of zone zones. Prior to the construction of zone zones, vehicles can pass zones regardless of the traffic and speeds affected by the accident. By contrast, after building the zone zone, the bypass paths to the vehicles identify the CCM, i.e. avoid the edges of the zone by comparing the CC value of the edges inside the zone with the CC value of the edges outside the zone. This model is based on the average CC value of all edges outside the zone

And the traffic indicator Ix to update the CC value for the edges inside each zone. If Ix is greater than 1, then m _e ^x is equal to Ix and

Increase by a factor of two, that is, m _e ^x is equal to m _e ^x

X Ix. &Lt; / RTI &gt; If Ix is less than 1 but greater than 0, the augment is

Which enables a route plan to allocate zone-internal edges to vehicles having a probability lower than the zone-outside edge for zone protection.

Hereinafter, with reference to Figs. 8 and 9, a description will be given of a method in which the navigation system provides vehicle navigation for provision of emergency services.

FIG. 8 shows a configuration of a server for providing vehicle navigation according to an embodiment of the present invention. As described above, the vehicle navigation service can be performed by the control server (or the management server) of the TCC or the TCC of the navigation system. In the present specification, the control server may be described in the same manner as the TCC. Hereinafter, a server that provides vehicle navigation is referred to as a control server.

8, the control server 8000 may include a communication unit 8010, a processor 8020, and a memory 8030. [

The communication unit 8010 may be connected to the processor 8020 to transmit / receive a wired or wireless signal. The communication unit 8010 can upconvert the data received from the processor 8020 to the transmission / reception band and transmit the signal or downconvert the reception signal.

The communication unit 8010 may include a plurality of sub communication modules for communicating in accordance with a plurality of communication protocols. As an example, the communication unit 8010 may be a physical transmission of DSRC, IEEE 802.11 and / or 802.11p standards (i.e., IEEE 802.11-OCB (Outside the Context of a Basic Service Set) standard), IEEE 802.11 and / 2G / 3G / 4G (LTE) / 5G wireless cellular communication technology including satellite / broadband wireless mobile communication, broadband terrestrial digital broadcasting technology such as DVB-T / T2 / ATSC, GPS Data communication based on various wired / wireless communication technologies such as IEEE 1609 WAVE technology, Internet communication technology, intranet communication technology, and the like. The communication unit 8010 may include a plurality of transceivers that implement each communication technique.

The processor 8020 may implement the operation of the communication unit 8010 and the control server. Processor 8020 may be configured to perform operations in accordance with various embodiments of the present invention in accordance with the above figures and description. Also, at least one of the modules, data, programs, or software that implement the operation of control server 8000 in various embodiments of the invention described above may be stored in memory 8010 and executed by processor 8020. [

The memory 8010 is connected to the processor 8020 and stores various information for driving the processor 8020. [ The memory 8010 may be internal to the processor 8020 or external to the processor 820 and coupled to the processor 820 by known means.

The processor 8020 of the control server 8000 can provide vehicle navigation for the emergency service described in the present invention. This will be described below with reference to FIG.

Figure 9 shows a flow diagram of a method by which a control server provides vehicle navigation, in accordance with an embodiment of the present invention.

The control server may generate traffic congestion information indicating a traffic congestion degree for a road network including a plurality of road segments (S910). As an example, the traffic congestion information may include a congestion level for each road segment. In this specification, traffic congestion information may be referred to as CCM, as described above in Figs. 1 and 2.

The control server may set a first optimal route for a plurality of general vehicles in the road network based on the traffic congestion information (S920). As an embodiment, setting the first optimal path may be to determine at least one candidate path, and to set the path with the smallest increase in traffic congestion among the candidate paths as the first optimal path. Alternatively, setting the first optimum path may include determining at least one candidate path, determining a candidate path that is within a delay threshold range that is a path time for the candidate path among the candidate paths to be the final candidate path, The route with the smallest increase in traffic congestion may be set as the first optimal route. This is the same as described above with reference to Figs.

The control server may determine whether a predefined emergency event is generated (S930). If a predefined emergency event occurs, the control server may update the traffic congestion information by adjusting the congestion level for at least one road segment (S940). This is the same as described above with reference to Figs.

In one embodiment, updating the traffic congestion degree information comprises: setting a second optimal path for the emergency vehicle based on the traffic congestion degree information and adjusting the congestion level for the road segments on the second best path to obtain traffic congestion information It can be updating. At this time, the second optimum path may be a destination where the emergency event has occurred.

In another embodiment, updating the traffic congestion information may be to update the traffic congestion information by adjusting the congestion level for the accident road segment associated with the point at which the emergency event occurred.

In another embodiment, updating the traffic congestion information includes determining a first protection zone including all road segments connected to the accident road segment, and including all road segments connected to the outline vertices of the first protection zone , Adjusting the level of congestion for the first protection zone road segment, which is the road segments included in the first protection zone, and adjusting the level of congestion for the segment in the second protection zone road segment which is the road segments included in the second protection zone And updating the traffic congestion information by adjusting the congestion level for the traffic congestion level. As an embodiment, the first protection zone road segment may include all of the road segments connected to the accident road segment except the accident road segment, the second protection zone road segment may include all roads connected to the outline vertices of the first protection zone One of the segments may exclude the accident road segment and the first protection zone road segment.

As an embodiment, updating the traffic congestion information by adjusting the congestion level for the protection zone road segments may include updating the congestion level for segments in the first protection zone based on the first traffic flow information for the first protection zone And updates the traffic congestion level information by adjusting the congestion level for the second protection zone road segments based on the second traffic flow information for the second protection zone, wherein the first traffic flow information and the second traffic flow information Can be calculated based on the inflow rate and the outflow rate of the vehicle for the first protection zone and the second protection zone, respectively.

As an embodiment, the congestion level for the first protection zone road segments is adjusted based on the value calculated by multiplying the average traffic congestion level of the segment in the first protection zone by the first traffic flow information, May be adjusted based on the value calculated by multiplying the average traffic congestion level of the segment by the second traffic flow information in the second protection zone.

The control server may reset the first optimal path for at least one of the plurality of general vehicles based on the updated traffic congestion information (S940). Resetting a first optimal path for at least one of the plurality of common vehicles may include re-establishing a first optimum path for the at least one vehicle among the plurality of general vehicles, wherein the road segment in the first optimal path among the plurality of general vehicles is one or more of the road segments on the second optimal path, Determining at least one vehicle to be superimposed on the at least one vehicle, and resetting the first optimal path for the determined at least one vehicle.

Meanwhile, an embodiment of the navigation method described above can be summarized as follows:

1) The vehicle including the client device follows the same procedure as described in Figs. 3 to 4 in a regular traffic condition (i.e., in the case of a non-accident) (or a general condition). For example, with the V2I and I2V data serving schemes, or LTE links, the vehicle may send a navigation request to the nearby RSU, including the origin and destination, and the RSU may then forward the request to the TCC. Based on the Congestion Contribution Matrix (CCM), the TCC can calculate the globally optimized path to the vehicle and respond to the vehicle via the RSU. If the vehicle leaves the advertised path, the same procedure can be repeated to obtain a new optimized path from the TCC.

2) Each time an emergency event occurs, for example, whenever a vehicle using a navigation service is in an accident with another vehicle, accident information can be communicated to the nearby RSU (or eNodeB) by the accident vehicle or neighboring vehicle. The RSU will then notify the TCC, after which the congestion contribution (CC) (or congestion level) of the accident road segment will be updated to a very large value and the original CC value may be recorded in the TCC for future CC recovery.

3) Meanwhile, TCC virtual protection zones (i.e., protection zones) for accident road segments can be built around accident road segments. The congestion contribution to the protection zone can be dynamically adjusted based on the traffic flow control model described above.

4) Afterwards, the TCC immediately broadcasts a reroute request to all vehicles via the RSUs, but only the vehicles passing through the protection zone and the accident road segment in the planned route are set to the re- Segment and the protection zone. The bypass path follows the SAINT procedure to ensure a globally optimized path.

5) After an accident, the EV will be dispatched to the accident road segment as soon as possible. Using the navigation service, the EV follows the same procedure as that described above in Figures 3 to 4 to obtain a globally optimized path, but the difference is that the congestion contribution of the road segment along its path to the accident road segment, As described above, it is set to a very large value so as not to allow other vehicles to use the road segment along the path of the accident vehicle. After provision of the EV, the original CC value may be written to the TCC for future CC recovery. Similarly, the TCC will broadcast a bypass request to all vehicles, and only the vehicles that will pass through the road segment of the EV will be re-routed according to the method described above.

6) After arriving at the accident road segment, after completing the structure and medical treatment, the EV can initiate a mission completion message to the TCC via the RSU. The TCC can restore the road segment of the protection zone and the congestion contribution of the accident road segment. In the event the EV travels back to the EC in the accident road segment, the EV can use the navigation service to regain the globally optimized path so that the travel time can be reduced.

7) All client devices can navigate according to normal navigation procedures.

Using the origin or destination or both, the vehicle in the protection zone can follow its current planned route to reach the destination. The navigation system can schedule the optimal route to it without stopping the GV movement. If the destination of the GV is an accident road segment, the GV may move to its destination, but experience severe delays due to the impact of the accident.

In addition, practical considerations for implementing a navigation system according to an embodiment will be described as follows.

In order to use the navigation system in an actual traffic environment, a navigator in the vehicle must be connected to an on-board unit (OBU). The navigator can receive the scheduled path for the current move. The operator first enters the destination for the move, and the current location and destination can be sent to the TCC via the OBU. The TCC can calculate the globally optimized travel route and send it back to the navigator. The vehicle can start moving.

When an emergency event occurs and the vehicle passes the road segment of the emergency event, the TCC may multicast the bypass request to the vehicle. The vehicle can automatically report its current position without driver intervention. The TCC can unicast the newly scheduled route to the vehicle. To make the navigation system actually work, you need to consider the following practical considerations.

During provision of emergency services, two re-routing procedures, referred to as navigation systems, may be performed. The first is the moment when the accident occurred, and the second is the moment when the EV was dispatched. Considering the time between the occurrence of the accident and the dispatch of the EV, this is a reasonably short time, the first re-route setting may be limited to vehicles near the road of the accident, or two requests of the re- It may be combined in a single request after the EV is dispatched. Since frequent re-routing can cause an uncomfortable driving experience, this reduces the frequency of re-routing of client devices. This simplification should be based on a case-by-case basis, such as emergency response time and infrastructure level.

In general, to handle incident events, several EVs may be dispatched at the same time or at different time periods. These EVs can be police cars, EMS, firefighting teams, and so on. This proposed scheme in a navigation system may show unsatisfactory performance in the provision of some EVs. Basically, since the performance of each EV is protected, all EV paths are protected, so all new EVs need to follow the planned path based on the current CCM, which is a serious detour to recently joined EVs. cause. One practical solution is to use two CCMs, one customized for EVs by not adding the extra CC values for the paths of the EVs, and the other being a normal CCM used by vehicles other than EVs .

Although the drawings have been described for the sake of convenience of explanation, it is also possible to combine the embodiments described in the drawings to design a new embodiment. In addition, the display device can be applied to not only the configuration and the method of the embodiments described above as being limited, but the embodiments described above can be applied to a display device in which all or some of the embodiments are selectively combined .

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It should be understood that various modifications may be made by those skilled in the art without departing from the spirit and scope of the present invention.

8000: Control server
8010: Communication unit
8020: Processor
8030: Memory

Claims (20)

Generating traffic congestion information indicative of a traffic congestion degree for a road network including a plurality of road segments, the traffic congestion degree information including a congestion level for each road segment;
Setting a first optimal route for a plurality of general vehicles in the road network based on the traffic congestion information;
Updating the traffic congestion information by adjusting a congestion level for at least one road segment if a predefined emergency event occurs; And
And resetting the first optimal path for at least one of the plurality of general vehicles based on the updated traffic congestion information. The method according to claim 1,
The step of updating the traffic congestion degree information comprises:
Sets the second optimal path for the emergency vehicle based on the traffic congestion degree information and updates the traffic congestion degree information by adjusting the congestion level for the road segments on the second optimal path, And the point where the emergency event has occurred is the destination. The method according to claim 1,
The step of updating the traffic congestion degree information comprises:
And updates the traffic congestion information by adjusting a congestion level for an accident road segment associated with a point at which the emergency event occurred. The method according to claim 1,
The step of updating the traffic congestion degree information comprises:
Determining a first protection zone including all road segments connected to the accident road segment and determining a second protection zone including all road segments connected to the outline vertices of the first protection zone, By adjusting the level of congestion for the segment in the first protection zone, which is the road segments included in the protection zone, and adjusting the level of congestion for the segment in the second protection zone, which is the road segments included in the second protection zone, Of the vehicle. 5. The method of claim 4,
Wherein the first protection zone road segment excludes the accident road segment of all road segments associated with the accident road segment and wherein the second protection zone road segment includes all roads connected to the outline vertices of the first protection zone Of the segments, excluding the accident road segment and the first protection zone road segment. 5. The method of claim 4,
Updating the traffic congestion information by adjusting the congestion level for the protection zone road segments,
Adjusts the level of congestion for the first protection zone road segments based on the first traffic flow information for the first protection zone and adjusts the level of congestion for the second protection zone based on the second traffic flow information for the second protection zone Wherein the first traffic flow information and the second traffic flow information update the traffic congestion information by adjusting a congestion level for the zone road segments, Wherein the vehicle navigation method is based on an inflow rate and an outflow rate. The method according to claim 6,
The level of congestion for the first protection zone road segments is adjusted based on the value calculated by multiplying the average traffic level of the segments in the first protection zone by the first traffic flow information and the second protection zone road segments Is adjusted based on the value calculated by multiplying the average traffic congestion level of the segments in the second protection zone by the second traffic flow information. The method according to claim 2 or 3,
Wherein the step of resetting the first optimal path for at least one of the plurality of general vehicles comprises:
Determining at least one road segment in the first optimal path among the plurality of general vehicles to be superimposed on at least one of the road segments on the second optimal path or on the accident road segment, The first optimum route is reset. The method according to claim 1,
Wherein the step of setting the first optimal path comprises:
Determines at least one candidate path and sets the path with the smallest increase in traffic congestion among the candidate paths as the first optimum path. The method according to claim 1,
Wherein the step of setting the first optimal path comprises:
Determining a candidate path that is within a range of a delay threshold value that is a path time for the candidate path among the candidate paths as a final candidate path, and determines a path having the smallest increase in traffic congestion among the final candidate paths To the first optimal route. 1. A server for providing vehicle navigation,
A memory for storing data;
A communication unit for transmitting and receiving a wired or wireless signal; And
And a processor for controlling the memory and the communication unit,
The processor comprising:
Generating traffic congestion information indicative of a traffic congestion degree for a road network including a plurality of road segments, the traffic congestion degree information including a congestion level for each road segment;
Setting a first optimal route for a plurality of general vehicles in the road network based on the traffic congestion information;
Update the traffic congestion information by adjusting a congestion level for at least one road segment if a predefined emergency event occurs; And
And reestablishes the first optimal route to at least one of the plurality of general vehicles based on the updated traffic congestion information. 12. The method of claim 11,
Updating the traffic congestion information may include:
Sets the second optimal route for the emergency vehicle based on the traffic congestion degree information and updates the traffic congestion degree information by adjusting the congestion level for the road segments on the second optimal route, And a destination of the emergency event is a destination. 12. The method of claim 11,
Updating the traffic congestion information may include:
And updates the traffic congestion information by adjusting a congestion level for an accident road segment associated with a point at which the emergency event occurred. 12. The method of claim 11,
Updating the traffic congestion information may include:
Determining a first protection zone including all road segments connected to the accident road segment and determining a second protection zone including all road segments connected to the outline vertices of the first protection zone, By adjusting the level of congestion for the segment in the first protection zone, which is the road segments included in the protection zone, and adjusting the level of congestion for the segment in the second protection zone, which is the road segments included in the second protection zone, The vehicle navigation system comprising: 15. The method of claim 14,
Updating the traffic congestion information by adjusting the congestion level for the protection zone road segments,
Adjusts the level of congestion for the first protection zone road segments based on the first traffic flow information for the first protection zone and adjusts the level of congestion for the second protection zone based on the second traffic flow information for the second protection zone Wherein the first traffic flow information and the second traffic flow information update the traffic congestion information by adjusting a congestion level for the zone road segments, A server providing vehicle navigation, which is calculated based on an inflow rate and an outflow rate. 16. The method of claim 15,
The level of congestion for the first protection zone road segments is adjusted based on the value calculated by multiplying the average traffic level of the segments in the first protection zone by the first traffic flow information and the second protection zone road segments Is adjusted based on a value calculated by multiplying an average congestion level of a segment of the second protection zone road by the second traffic flow information. The method according to claim 12 or 13,
Resetting a first optimal path for at least one of the plurality of general vehicles,
Determining at least one vehicle in which the road segment in the first optimum path overlaps at least one of the road segments on the second optimal path or the accident road segment among the plurality of general vehicles, And to reset the first optimal path to the second optimal path. 12. The method of claim 11,
Setting the first optimum route for the general vehicle includes:
Determining at least one candidate path and setting a path with the smallest increase in traffic congestion among the candidate paths as the first optimum path. 12. The method of claim 11,
Setting the first optimum route for the general vehicle includes:
Determining a candidate path that is within a range of a delay threshold value that is a path time for the candidate path among the candidate paths as a final candidate path, and determines a path having the smallest increase in traffic congestion among the final candidate paths To the first optimal route. A vehicle navigation system comprising:
The method of claim 1, further comprising: generating traffic congestion information indicating a traffic congestion degree for a road network including a plurality of road segments, the traffic congestion degree information including a congestion level for each road segment, A control server for setting a first optimum path for the general vehicles of the vehicle;
A client device included in the general vehicle, for transmitting position information and destination information of the vehicle to the control server, and receiving the first optimal path from the control server; And
And a network device for communicating data between the control server and the client device,
Wherein the control server comprises:
Updating the traffic congestion degree information by adjusting a congestion level for at least one road segment when a predefined emergency event is generated and transmitting the traffic congestion degree information to at least one of the plurality of general vehicles based on the updated traffic congestion degree information The second optimal route for the vehicle.

Images