KR20190047204A - Autonomous vehicle and its control method using Vehicle to Vehicle antenna - Google Patents

Abstract

The present invention relates to an autonomous vehicle using a vehicle-to-vehicle (V2V) antenna and a control method thereof and, more specifically, to an autonomous vehicle using a V2V antenna which reads a tag installed on a slope area on a path, and controls output and directivity of a V2V antenna in accordance with read information to resolve a problem where a V2V communication service is not effectively provided due to a radio shadow area of a road. According to an aspect of the present invention, the autonomous vehicle comprises: a plurality of V2V antennae for communication; a control unit to control operations of the plurality of V2V antennae; and a tag reader unit to read at least one tag installed on a path. If the tag reader unit reads a tag installed on at least a portion of a slope area in the path, the control unit controls at least one among output and directivity of a predesignated first antenna among the plurality of V2V antennae in accordance with the read information.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an autonomous vehicle using a V2V antenna,

[0001] The present invention relates to an autonomous vehicle using a V2V antenna and a control method therefor, and more particularly, to a method of controlling an autonomous vehicle using a V2V antenna and a method of controlling the autonomous vehicle by controlling a V2V antenna output and direction according to the read information, The present invention relates to an autonomous vehicle using a V2V antenna that eliminates the problem that the V2V communication service is not provided smoothly due to the occurrence of a shadow area of radio waves.

The autonomous vehicle must provide the V2V communication service technology to prevent the secondary accident by transmitting the emergency stop information due to the frontal accident or collision in the driving direction to the following vehicle.

However, there is a problem that the V2V communication service is not provided smoothly due to occurrence of the shadow area of the radio wave in the up / down gradient section of the road or the boundary section where the gradient starts or ends.

In addition, the conventional techniques simply propagate the operating state of the vehicle to the surrounding vehicles, and the own vehicle informs the driver of the operating state of the surrounding vehicle. As a result, at present, It is impossible to expect the optimization of the traffic system by promoting the efficiency of traffic flow,

Therefore, there is an increasing need for systems and methods that can overcome these problems.

Korean Intellectual Property Office Registration No. 10-1755944 Korean Intellectual Property Office Registration No. 10-1656808

[0001] The present invention relates to an autonomous vehicle using a V2V antenna and a control method therefor, and more particularly, to a method of controlling an autonomous vehicle using a V2V antenna and a method of controlling the autonomous vehicle by controlling a V2V antenna output and direction according to the read information, We propose an autonomous vehicle using a V2V antenna that eliminates the problem that the V2V communication service is not provided smoothly due to the shaded area of radio waves.

Specifically, the present invention provides a system including a tag in an upper / lower gradient section of a road, a boundary section in a gradient start or end, installing a tag reader apparatus and an arithmetic unit on a vehicle, and a rear directional vehicle antenna including an actuator function .

In the present invention, tags (RFID tags, loop coils, permanent magnets, and the like sensors) are installed in a road boundary section where a gradient starts or ends, and tag information of a road is read through a tag By controlling the V2V antenna, it is intended to solve the problem that the V2V communication service is not provided smoothly due to the shadow area of the radio wave in the up / down gradient section of the road or the boundary section where the gradient starts or ends.

The present invention also provides a method of detecting a traveling speed of a subject vehicle, a present position and a traveling direction of the subject vehicle, estimating a future position of the subject vehicle after a predetermined time using the present speed and position information, A message including future future location information is periodically broadcasted to neighboring vehicles and infrastructures, a message broadcast in neighboring vehicles and infrastructure is additionally received, and when the neighboring vehicle is in an out of control state, The present invention provides a system and a method for warning an accident risk by combining auditory, visual, and vibration means when an accident risk is detected.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are not intended to limit the invention to the precise form disclosed. It can be understood.

According to an aspect of the present invention, there is provided an autonomous vehicle including: a plurality of V2V antennas for communication; A control unit for controlling operations of the plurality of V2V antennas; And a tag reader unit for reading at least one tag installed in the path, wherein when the tag reader reads a tag installed in at least a part of a slope area of the path, It is possible to control at least one of the output and directionality of the first antenna among the antennas according to the read information.

The control unit may control the first antenna so that a communicable region of the first antenna overlaps at least a first communicable first region of the V2V antenna of another autonomous vehicle adjacent to the autonomous vehicle, It is possible to control at least one of output and directionality.

In addition, the tag may be disposed in a start area and an end area of the slope area.

The controller may control at least one of an output and a direction of the first antenna by using a time for the tag reader to read a tag disposed in a start area and an end area of the slope area.

In addition, the controller may turn on the first antenna when the tag reader reads a tag located in the start area of the slope area, and the tag reader may turn on the slope area of the slope area, And may turn off the first antenna when the tag disposed in the end area is read.

The control unit may determine the output and the directionality of the first antenna according to the read information and determine the output and direction of the determined first antenna until the autonomous vehicle departs from the slope region, .

The apparatus may further include an actuator coupled to the first antenna to support the first antenna to move in a vertical direction, wherein the first antenna moved in the vertical direction receives a plurality of pilot information around the first antenna, The control unit receives first information corresponding to the plurality of pilot information from another autonomous vehicle, and the control unit can additionally use the first information to control at least one of the output and the directionality of the first antenna.

A sensing unit for sensing a current speed of the autonomous vehicle; And a communication unit for determining a current position of the autonomous vehicle, wherein the control unit predicts a future position of the autonomous vehicle after a predetermined time using the current speed and the current position, The V2V antenna may periodically broadcast a message including the future position according to the control of the controller.

Further, when at least a part of the plurality of V2V antennas receives a first message including a first future position of the first autonomous vehicle from the vicinity of the autonomous vehicle, from the first autonomous vehicle, May use the future location and the first future location to determine the risk of an accident.

The communication unit may determine the current location using at least one of a location information collection module, a GPS / GNSS module, and electronic map information. The message may include at least one of location information and status information of the autonomous vehicle, And may include at least one of an inability to control and an operation state information of an anti-lock brake system (ABS), electronic stability control (ESC), and traction control system (TCS).

According to another aspect of the present invention, there is provided a control method of an autonomous vehicle, comprising: a first step of communicating a plurality of V2V antennas with a periphery under control of a control unit; A second step of reading at least one tag provided on a tag reader side path; A third step of the tag reader to read a tag installed in at least a part of a slope region of the path; And a fourth step of the control unit controlling at least one of the output and directionality of the first antenna among the plurality of V2V antennas according to the read information.

Further, in the fourth step, the control unit controls the control unit such that the communicable area of the first antenna overlaps at least a part of the first communicable area of the V2V antenna of the first autonomous vehicle adjacent to the autonomous vehicle, And at least one of the output and directionality of the first antenna may be controlled.

The tag is arranged in a start area and an end area of the slope area, and in the fourth step, the control part controls the tag reader to read the tags arranged in the start area and the end area of the slope area, And at least one of the output and the directionality of the first antenna can be controlled using the time for reading the first antenna.

Between the second step and the third step, the control unit turns on the first antenna when the tag reader unit reads a tag arranged in a start area of the slope area; Further comprising: after the fourth step, the controller turns off the first antenna when the tag reader reads a tag disposed in an end region of the slope region; .

Also, in the fourth step, the controller determines the output and direction of the first antenna according to the read information, and controls the output of the first antenna until the autonomous vehicle departs from the slope region. Output and directionality can be kept constant.

After the fourth step, the first antenna is moved in the vertical direction through the actuator; Receiving a plurality of pilot information around the first antenna moved in the vertical direction; The first antenna moved in the vertical direction receiving first information corresponding to the plurality of pilot information from another autonomous vehicle; And controlling at least one of an output and a direction of the first antenna by the control unit additionally using the first information.

A fifth step of sensing the current speed and current position of the autonomous vehicle after the fourth step; A sixth step of the controller estimating a future position of the autonomous vehicle after a predetermined time using the current speed and the current position; And a plurality of V2V antennas periodically broadcasting a message including the future position to the surroundings under the control of the controller.

At least a part of the plurality of V2V antennas may transmit a first message including a first future position of the first autonomous vehicle from the vicinity of the autonomous vehicle, An eighth step of receiving; And a ninth step in which the controller determines an accident risk using the future position and the first future position.

[0001] The present invention relates to an autonomous vehicle using a V2V antenna and a control method therefor, and more particularly, to a method of controlling an autonomous vehicle using a V2V antenna and a method of controlling the autonomous vehicle by controlling a V2V antenna output and direction according to the read information, It is possible to provide a user with an autonomous vehicle using a V2V antenna that solves the problem that the V2V communication service is not provided smoothly due to occurrence of a shadow area of radio waves.

According to the present invention, a tag (RFID tag, loop coil, permanent magnet sensor, etc.) is installed in a road boundary section where a gradient starts or ends, and tag information of a road is read through a tag (sensor) The antenna can be controlled.

Also, according to the present invention, it is possible to solve the problem that the V2V communication service is not provided smoothly due to occurrence of a shadow area of radio wave in the up / down gradient section of the road or the boundary section where the gradient starts or ends.

In addition, according to the present invention, it is possible to prevent traffic accidents in advance or to solve the conventional problem that can not expect optimization of the traffic system by improving traffic flow efficiency.

It should be understood, however, that the effects obtained by the present invention are not limited to the above-mentioned effects, and other effects not mentioned may be clearly understood by those skilled in the art from the following description It will be possible.

1 shows an example of a block diagram of an autonomous vehicle and a tag using a V2V antenna according to the present invention.
2 shows an example of a block diagram of an autonomous vehicle using a V2V antenna according to the present invention.
3 illustrates an example of application of an autonomous vehicle, tag, etc. using the V2V antenna according to the present invention.
4 shows an example of a control method of an autonomous vehicle using a V2V antenna according to the present invention.
5 shows another example of a control method of an autonomous vehicle using the V2V antenna according to the present invention.
6 shows another example of the control method of the autonomous vehicle using the V2V antenna according to the present invention.
FIG. 7 shows another example of a control method of an autonomous vehicle using the V2V antenna according to the present invention.
8 shows another example of the control method of the autonomous vehicle using the V2V antenna according to the present invention.
FIG. 9 shows an example of a control method for preventing an accident according to the present invention in advance.
FIG. 10 shows another example of a control method for preventing an accident according to the present invention in advance.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It is to be understood that the present invention is not intended to be limited to the specific embodiments but includes all changes, equivalents, and alternatives included in the spirit and scope of the present invention.

In describing the present invention, the terms first, second, etc. may be used to describe various components, but the components may not be limited by the terms. The terms are only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, 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.

It is to be understood that when an element is referred to as being connected or connected to another element, it may be directly connected or connected to the other element, but it may be understood that other elements may be present in between . On the other hand, when it is mentioned that an element is directly connected to or directly connected to another element, it can be understood that there is no other element in between.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions may include plural expressions unless the context clearly dictates otherwise.

It is to be understood that the term " comprising, " or " comprising " as used herein is intended to specify the presence of stated features, integers, But do not preclude the presence or addition of steps, operations, elements, components, or combinations thereof.

Also, unless otherwise defined, all terms used herein, including technical or scientific terms, may have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs . Terms such as those defined in commonly used dictionaries can be interpreted as having a meaning consistent with the meaning in the context of the related art and, unless explicitly defined herein, are interpreted in an ideal or overly formal sense .

An autonomous driving vehicle is a vehicle that grasps the situation with various sensors of the vehicle such as a precise map and a GPS (Global Positioning System) without requiring the driver to operate the steering wheel, the accelerator pedal, and the brake,

The autonomous mobile market is expected to enter full-scale growth from 2020.

According to market researcher Navigin TriSearch, the world autonomous market is expected to reach $ 1.2 trillion by 2035, after accounting for 2% of the total auto market in 2020, or $ 200 billion.

In order to realize an autonomous vehicle, various technologies may be needed, including HDA technology that automatically maintains the inter-vehicle distance, a lane departure warning system (LDWS), a lane keeping support system (LKAS), a rear side warning system (BSD) Advanced Smart Cruise Control (ASCC), and Automatic Emergency Brake System (AEB).

Here, the autonomous vehicle must provide the V2V communication service technology to prevent the secondary accident by transmitting the emergency stop information due to the frontal accident or collision in the driving direction to the following vehicle.

However, there is a problem that the V2V communication service is not provided smoothly due to occurrence of the shadow area of the radio wave in the up / down gradient section of the road or the boundary section where the gradient starts or ends.

In addition, the conventional techniques simply propagate the operating state of the vehicle to the surrounding vehicles, and the own vehicle informs the driver of the operating state of the surrounding vehicle. As a result, at present, It is impossible to expect the optimization of the traffic system by promoting the efficiency of traffic flow,

Therefore, in order to solve this problem, in the present invention, a tag installed in a slope area on a path is read, and the output and directionality of the V2V antenna are controlled according to the read information, We propose autonomous vehicle using V2V antenna which solves the problem that the service is not provided smoothly.

Specifically, the present invention provides a system including a tag in an upper / lower gradient section of a road, a boundary section in a gradient start or end, installing a tag reader apparatus and an arithmetic unit on a vehicle, and a rear directional vehicle antenna including an actuator function .

In the present invention, tags (RFID tags, loop coils, permanent magnets, and the like sensors) are installed in a road boundary section where a gradient starts or ends, and tag information of a road is read through a tag By controlling the V2V antenna, it is intended to solve the problem that the V2V communication service is not provided smoothly due to the shadow area of the radio wave in the up / down gradient section of the road or the boundary section where the gradient starts or ends.

The present invention also provides a method of detecting a traveling speed of a subject vehicle, a present position and a traveling direction of the subject vehicle, estimating a future position of the subject vehicle after a predetermined time using the present speed and position information, A message including future future location information is periodically broadcasted to neighboring vehicles and infrastructures, a message broadcast in neighboring vehicles and infrastructure is additionally received, and when the neighboring vehicle is in an out of control state, To provide a user with a system and method for warning an accident risk in advance by combining auditory, visual, and vibration means when an accident risk is detected.

Before a specific description of the present invention, a tag and an autonomous vehicle applied to the present invention will be described in detail.

1 shows an example of a block diagram of an autonomous vehicle and a tag using a V2V antenna according to the present invention.

Referring to FIG. 1, the traffic system 1 according to the present invention may include a tag 10, an autonomous vehicle 100, and the like.

Here, the tag 10 is provided at least in a part of the travel path region of the autonomous vehicle 100, and in the present invention, a plurality of tags 10 may be provided at least in part of the gradient section.

Data can be exchanged between the tag 10 and the autonomous vehicle 100 through short-distance communication.

Typical short-range communications may include technologies such as ANT, Bluetooth, Radio Frequency Identification (RFID), infrared data association (IrDA), Ultra Wideband (UWB), and ZigBee.

The autonomous vehicle 100 communicating with the tag 10 will be described in more detail with reference to the drawings.

2 shows an example of a block diagram of an autonomous vehicle using a V2V antenna according to the present invention.

2, the autonomous vehicle 100 includes a wireless communication unit 110, a driving unit 120, a braking unit 130, a sensing unit 140, an output unit 150, a memory 160, An actuator 170, an actuator 195, and the like.

However, the components shown in Fig. 2 are not essential, so that an autonomous vehicle 100 having more or fewer components may be implemented.

Hereinafter, the components will be described in order.

The wireless communication unit 110 may include one or more modules that enable wireless communication between the autonomous vehicle 100 and the wireless communication system or between the device and the network in which the device is located.

The wireless communication unit 110 can perform communication with an external device through short-range communication or long-distance communication.

The short range communication may include ANT, Bluetooth, Radio Frequency Identification (RFID), infrared data association (IrDA), Ultra Wideband (UWB), and ZigBee technology.

In addition, the long-distance communication may be performed by using a code division multiple access (CDMA), a frequency division multiple access (FDMA), a time division multiple access (TDMA), an orthogonal frequency division multiple access (OFDMA), a single carrier frequency division multiple access .

2, the driving unit 120 provides a function of driving the autonomous vehicle 100, that is, the moving object.

That is, it is possible to provide a driving force for moving the autonomous vehicle 100 based on the configurations of the motor, the inverter, and the like.

2, the braking unit 130 is configured to provide a braking function to stop the movement of the autonomous vehicle 100. As shown in FIG.

The braking unit 130 includes a braking force generating device that generates a force necessary for braking by using an operation force or an auxiliary power of the driver, a braking device that reduces the speed of the vehicle using a force generated by the braking force generating device, An auxiliary device for transmitting the force generated by the braking force generating device to the braking device, and the like.

The braking force generating device includes auxiliary power such as vacuum, hydraulic pressure, air brake, master cylinder, booster, etc. The braking device includes a drum, a disk brake, and a subsidiary device may include a vacuum pump and an air compressor.

The braking unit 130 includes a parking brake for maintaining the braking brakes necessary for lowering the speed of the vehicle or for stopping the vehicle, parking or stopping the vehicle, or preventing the vehicle from sliding on the slope from slipping, an auxiliary brake for controlling the speed when descending the slope . Depending on the friction type, it can be divided into friction type and non-friction type.

The former includes parking, center, wheel, commercial, hydraulic, and air brakes. The latter includes deceleration, exhaust, engine, electronic, and fluid brakes.

The sensing unit 140 may sense the opening and closing state of the autonomous vehicle 100, the position of the autonomous vehicle 100, the orientation of the autonomous vehicle 100, the acceleration / deceleration of the autonomous vehicle 100, Sensing the current state of the vehicle 100 and generating a sensing signal for controlling the operation of the autonomous vehicle 100. [

The sensing unit 140 may sense whether the power supply unit 190 is powered on.

The sensing unit 140 according to the present invention may further include a proximity sensor, an ultrasonic sensor, a distance sensor, and the like.

The output unit 150 generates an output related to a visual, auditory or tactile sense. The output unit 150 may include a display unit 151, an audio output module 152, and the like.

The display unit 151 displays (outputs) information to be processed in the autonomous vehicle 100.

The display unit 151 may be a liquid crystal display (LCD), a thin film transistor-liquid crystal display (TFT LCD), an organic light-emitting diode (OLED), a flexible display display, and a 3D display.

Some of these displays may be transparent or light transmissive so that they can be seen through. This can be referred to as a transparent display, and a typical example of the transparent display is TOLED (Transparent OLED) and the like. The rear structure of the display unit 151 may also be of a light transmission type. With this structure, a user can see an object located behind the autonomous vehicle 100 through an area occupied by the display unit 151 of the autonomous vehicle 100.

At least two display portions 151 may exist according to the embodiment of the autonomous vehicle 100. [

(Hereinafter, referred to as a 'touch screen') in which a display unit 151 and a sensor for sensing a touch operation (hereinafter, referred to as 'touch sensor') form a mutual layer structure, It can also be used as an input device. The touch sensor may have the form of, for example, a touch film, a touch sheet, a touch pad, or the like.

The touch sensor may be configured to convert a change in a pressure applied to a specific portion of the display unit 151 or a capacitance generated in a specific portion of the display unit 151 into an electrical input signal. The touch sensor can be configured to detect not only the position and area to be touched but also the pressure at the time of touch.

If there is a touch input to the touch sensor, the corresponding signal (s) is sent to the touch controller. The touch controller processes the signal (s) and transmits the corresponding data to the controller 180. Thus, the control unit 180 can know which area of the display unit 151 is touched or the like.

The proximity sensor 141 may be disposed in an inner region of the autonomous vehicle 100 or in the vicinity of the touch screen, which is enclosed by the touch screen. The proximity sensor refers to a sensor that detects the presence or absence of an object approaching a predetermined detection surface or a nearby object without mechanical contact using the force of an electromagnetic field or infrared rays. The proximity sensor has a longer life span than the contact sensor and its utilization is also high.

Examples of the proximity sensor include a transmission type photoelectric sensor, a direct reflection type photoelectric sensor, a mirror reflection type photoelectric sensor, a high frequency oscillation type proximity sensor, a capacitive proximity sensor, a magnetic proximity sensor, and an infrared proximity sensor. And to detect the proximity of the pointer by the change of the electric field along the proximity of the pointer when the touch screen is electrostatic. In this case, the touch screen (touch sensor) may be classified as a proximity sensor.

The audio output module 152 may output audio data received from the wireless communication unit 110 or stored in the memory 160 in a recording mode, a voice recognition mode, a broadcast receiving mode, or the like.

The sound output module 152 also outputs an acoustic signal related to the function performed in the autonomous vehicle 100. [ The audio output module 152 may include a receiver, a speaker, a buzzer, and the like.

The memory unit 160 may store programs for processing and control of the controller 180 and may store functions for temporarily storing input / output data (e.g., messages, audio, still images, . ≪ / RTI >

The memory 160 may be a flash memory type, a hard disk type, a multimedia card micro type, a card type memory (for example, SD or XD memory), a RAM (Random Access Memory), SRAM (Static Random Access Memory), ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), PROM A disk, and / or an optical disk. The autonomous vehicle 100 may operate in association with a web storage that performs the storage function of the memory 160 on the Internet.

The tag reader unit 170 provides a function of communicating with at least one tag 10 installed on the traveling path of the autonomous vehicle 100 described above.

The state of the antenna on the wireless communication unit 110 can be controlled through the tag 10 information communicated by the tag reader unit 170. [

For example, at least one of the output and directionality of the V2V antenna can be controlled according to the read information.

In addition, the controller 180 typically controls the overall operation of the autonomous vehicle 100.

The power supply unit 190 receives external power and internal power under the control of the controller 180 and supplies power necessary for operation of the respective components.

The various embodiments described herein may be embodied in a recording medium readable by a computer or similar device using, for example, software, hardware, or a combination thereof.

According to a hardware implementation, the embodiments described herein may be implemented as application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays May be implemented using at least one of a processor, controllers, micro-controllers, microprocessors, and other electronic units for performing other functions. In some cases, The embodiments described may be implemented by the control unit 180 itself.

According to a software implementation, embodiments such as the procedures and functions described herein may be implemented with separate software modules. Each of the software modules may perform one or more of the functions and operations described herein. Software code can be implemented in a software application written in a suitable programming language. The software code is stored in the memory 160 and can be executed by the control unit 180. [

In addition, the actuator 195 can be utilized for confirming the propagation shadow region with the subsequent base station.

That is, the actuator 195 according to the present invention can support the transmission and reception of a plurality of pilot radio waves by moving in the vertical direction under the control of the controller 180.

The operation of the V2V antenna can be controlled using the plurality of pilot waves obtained here, and this will be described in more detail with reference to FIG.

3 illustrates an example of application of an autonomous vehicle, tag, etc. using the V2V antenna according to the present invention.

Referring to FIG. 3, a traffic system 1 according to the present invention includes a tag 10, an autonomous vehicle 100, and a base station 20.

Here, a plurality of autonomous vehicles 100 may be used, and a plurality of autonomous vehicles 100 may use V2V communication.

Here, V2V communication refers to vehicle-to-vehicle communication, and refers to a technology in which vehicles and vehicles exchange information with each other using networks, communications, and Internet technologies.

Vehicle location and speed information can be shared, preventing traffic accidents and assisting drivers.

It can be connected to mechanical devices such as brakes to cope with sudden emergencies and can alert drivers to emergency situations in conjunction with automated response systems.

In addition, the base station 20 can communicate with a plurality of autonomous vehicles 100 in V2X communication.

V2X communication technology is a vehicular communication system that exchanges information such as traffic conditions with wireless communication while communicating with road infrastructure and other vehicles while the vehicle is in operation.

In addition, a plurality of base stations 20 according to the present invention may be provided. Each base station 20 takes charge of each cell region among a plurality of cells according to the coverage with which each base station 20 can communicate, It is possible to communicate with the autonomous vehicle 100 entering the area.

In addition, at least one tag 10 is arranged on the path of the autonomous vehicle, and in particular, at the start and end regions of the gradient section, and can communicate with the autonomous vehicle 100 passing through the region.

The wireless communication unit 110 of the autonomous vehicle according to the present invention includes an antenna 111 for general V2V communication and a rear directional vehicle antenna 112 used only in a specific area such as a slope section of the path .

The antenna 111 may be always ON during traveling according to the control of the controller 180 for V2V communication but the backward directional vehicle antenna 112 may be turned on only during the gradient section according to the tagging operation of the tag reader 170 (ON), and can be used in the remaining section (OFF).

Referring to FIG. 3, as a key technical feature of the present invention, a tag 10 can be installed in an upper / lower gradient section of a running road of an autonomous vehicle 100, or a boundary section where a gradient starts or ends.

In addition, the control unit 180 can calculate the information obtained through the tag reader apparatus 170 on the autonomous vehicle 100. [

Further, the present invention is applicable to the rear directional vehicle antenna 112 utilizing the actuator 195.

Referring to FIG. 3, a tag (sensor, RFID tag, loop coil, permanent magnet, etc.) is installed in a road boundary section where a gradient starts or ends, The vehicle V2V antenna 112 can be controlled by reading the tag information of the vehicle V2V.

The terrestrial tag 10 includes gradient information (phase gradient, estuary start / end), and the onboard reader device 170 controls the output and directionality of the vehicle V2V antenna 112 using the gradient information of the tag can do.

Referring to Fig. 3, a first vehicle 100a and a second vehicle 100b are shown.

Each of the autonomous vehicles 100a and 100b includes an antenna 111 for V2V communication, and as described above, it may be difficult to communicate due to a specific erroneous situation in a gradient section.

That is, communication between the communication area 112a of the antenna 111a of the first vehicle 100a and the communication area 112b of the antenna 111b of the second vehicle 100b may be difficult to communicate with each other in a gradient section or the like.

Therefore, in the present invention, as shown in FIG. 3, a backward directional vehicle antenna 112 used only in a specific area such as a slope section of the path is used.

3, it is necessary to adjust the communication area 113a of the rear directional vehicle antenna 112 in a specific situation such as a gradient section, The communication between the first vehicle 100a and the second vehicle 100b is enabled by changing the output and direction of the rear directional vehicle antenna 112 in the upward direction in accordance with the information obtained by the first vehicle 100a.

The tag reader 170 of the autonomous vehicle 100 is installed at the lower end of the vehicle and counts the time until the vehicle passes the boundary section for a predetermined period of time, The output can be controlled.

The control of the backward directional vehicle antenna 112 of the autonomous vehicle 100a also maintains the directivity in the direction of the following vehicle 100b and continuously propagates the antenna output signal until the following vehicle 100b passes the gradient boundary section can do.

In the present invention, in response to the control of the backward directional vehicle antenna 112 of the autonomous vehicle 100a, when receiving the ground tag 10 information, an actuator 195 for confirming the propagation shadow area with the subsequent base station 20 ) In the vertical direction to transmit and receive a plurality of pilot radio waves and to confirm the received radio wave and then select the optimum antenna direction.

In addition, the tag reader apparatus 170 according to the present invention receives tag (sensor) information on the ground and turns on the output of the rear directional vehicle antenna 112, Directional vehicle antenna 112 and to turn off the output of the rear directional vehicle antenna 112. [

When the configuration of the present invention is applied, a tag installed in a slope area on a path is read, and the output and directionality of the V2V antenna are controlled according to the read information, thereby generating a shaded area of the road wave, It is possible to provide the user with an autonomous vehicle using the V2V antenna that solves the problem that the communication service is not provided smoothly.

According to the present invention, a tag (RFID tag, loop coil, permanent magnet sensor, etc.) is installed in a road boundary section where a gradient starts or ends, and tag information of a road is read through a tag (sensor) The antenna can be controlled.

Also, according to the present invention, it is possible to solve the problem that the V2V communication service is not provided smoothly due to occurrence of a shadow area of radio wave in the up / down gradient section of the road or the boundary section where the gradient starts or ends.

Hereinafter, specific examples for applying the system according to the present invention will be described with reference to a plurality of flowcharts.

First Embodiment

4 shows an example of a control method of an autonomous vehicle using a V2V antenna according to the present invention.

Referring to FIG. 4, the tag reader unit 170 of the autonomous vehicle 100 first proceeds to step S111 of reading at least one tag 10 installed in the path.

The tag reader 170 reads the tag 10 installed in at least one of the start and end regions of the gradient section of the path at step S112 and the controller 180 reads the output of the backward directional vehicle antenna 112 and the direction (Step S113).

SECOND EXAMPLE

5 shows another example of a control method of an autonomous vehicle using the V2V antenna according to the present invention.

Referring to FIG. 5, the tag reader unit 170 of the autonomous vehicle 100 first proceeds to step S111 of reading at least one tag 10 installed in the path.

Thereafter, the tag reader unit 170 reads the tag 10 installed in at least one of the start and end regions of the gradient section of the path (S114).

In addition, the sensing unit 140 of the autonomous vehicle 100 of the present invention senses the time when the autonomous vehicle 100 enters the boundary region of the gradient section (S115) Directional vehicle antenna 112 based on the information obtained by reading at least one of the output and the directionality of the rear-directional vehicle antenna 112 (S116).

Third Embodiment

6 shows another example of the control method of the autonomous vehicle using the V2V antenna according to the present invention.

Referring to FIG. 6, the tag reader unit 170 of the autonomous vehicle 100 first proceeds to step S111 of reading at least one tag 10 installed in the path.

Thereafter, the tag reader 170 reads the tag 10 installed in at least one of the start and end regions of the gradient section of the path (S117), and the controller 180 determines that the autonomous vehicle 100 has detected the gradient section By maintaining the directivity of the rear directional vehicle antenna 112 in a predetermined direction until the vehicle departs, a vehicle accident or the like in a certain type of gradient section can be prevented in advance.

Fourth embodiment

FIG. 7 shows another example of a control method of an autonomous vehicle using the V2V antenna according to the present invention.

Referring to FIG. 7, the tag reader unit 170 of the autonomous vehicle 100 first proceeds to step S111 of reading at least one tag 10 installed in the path.

The tag reader unit 170 reads the tag 10 installed in at least one of the start and end regions of the gradient section of the path in step S121 and the control unit 120 determines whether the power of the backward directional vehicle antenna 112 is turned on (ON).

In addition, the control unit 180 controls at least one of the output and the directionality of the backward directional vehicle antenna 112 according to the leading information (S123).

Thereafter, when the autonomous vehicle 100 is out of the gradient section, the controller 180 may control the power of the backward directional vehicle antenna 112 to be turned off.

Fifth embodiment

8 shows another example of the control method of the autonomous vehicle using the V2V antenna according to the present invention.

Referring to FIG. 8, the tag reader unit 170 of the autonomous vehicle 100 first proceeds to step S111 of reading at least one tag 10 installed in the path.

Thereafter, the tag reader 170 reads the tag 10 installed in at least one of the start and end regions of the gradient section of the path (S125), and the actuator 195 reads the tagged region with the next base station 20 The checking step proceeds (S126).

If there is a radio wave shadow area, the controller 180 controls the actuator 195 to move the vertical direction so that the rear directional vehicle antenna 112 transmits and receives a plurality of pilot radio waves (S127).

Thereafter, the control unit 180 may control at least one of the output and the directionality of the backward directional vehicle antenna 112 using a plurality of pilot waves (S128).

Meanwhile, in the present invention, in addition to the system and method in the gradient section, the autonomous vehicle detects the traveling speed of the own vehicle, the present position and the traveling direction of the own vehicle, A message including future location information of a future time after the designated time of the vehicle is periodically broadcast to neighboring vehicles and infrastructures by predicting a future location after a designated time, A system and method for detecting an accident risk by using information on the future location of the subject vehicle and information on the future location of the surrounding vehicle when the subject vehicle is in a disabled state is further proposed.

In a further embodiment of the invention, a system and method may be applied in which, if an accident risk is detected, a combination of audible, visual, and vibration means to warn of an accident risk in advance.

Sixth Embodiment

FIG. 9 shows an example of a control method for preventing an accident according to the present invention in advance.

That is, FIG. 9 is a flowchart for explaining a method of generating a WAVE message including uncontrollable information by the autonomous vehicle 100 in an out of control state and broadcasting it around the autonomous vehicle 100. In the autonomous vehicle 100, V2V-based WAVE communication to broadcast their status around.

9, when the autonomous vehicle 100 is faced with an imminent situation (for example, a road obstacle detection, a slippery road surface running, a change in road geometry, etc.) during traveling, , Sudden steering wheel operation or the like is detected, and the autonomous vehicle 100 operates the function (or device) corresponding to the operation.

For example, an anti-lock brake system (ABS), an electronic stability control (ESC), a traction control system (TCS), and the like may be included as functions (or devices) corresponding to the operations performed.

Accordingly, the control unit 180 detects at least one vehicle abnormality signal according to the operation of the functions (S131).

In step S132, the controller 180 determines whether the current speed of the vehicle is equal to or greater than a preset threshold value at the same time as the vehicle abnormality signal is detected (within a predetermined time).

If the current vehicle speed is equal to or greater than the threshold while the vehicle abnormality signal is detected as described above, the controller 180 further detects the vehicle abnormality state information for determining the out of control state.

For example, the vehicle abnormality state information may include a state in which the acceleration / deceleration value of the vehicle is rapidly fluctuated within a unit time, a state in which the steering angle changes steeply within a unit time, a longitudinal and latitudinal distance ) Of the vehicle is suddenly changed within a unit time, and a state in which a vehicle maneuver that does not match the geometry of the road is detected at the time of map matching (Map Matching).

Then, when the vehicle abnormality signal is detected at the same time (or within a set time) while the current speed of the vehicle is equal to or higher than the threshold value and the vehicle abnormality state information is detected (YES in S103) It is determined that it is disabled (S134).

The controller 180 controls the WAVE message generator 150 to generate a WAVE message in which a non-control event is recorded as 'ON' in a specific field (for example, a data field for writing event information) in a WAVE message (S135).

The control unit 180 broadcasts the WAVE message to the surroundings using the WAVE data communication unit 110 (S136).

Seventh embodiment

FIG. 10 shows another example of a control method for preventing an accident according to the present invention in advance.

10 is a flowchart for explaining a method in which the second vehicle 100b receiving the WAVE message including the out of control state information from the first vehicle 100a outputs guidance and warning, The second vehicle 100b receiving the V2V-based WAVE message from the first vehicle 100a may notify the second vehicle 100b of an appropriate action (for example, braking, braking, Direction change, emergency lighting, emergency horn, etc.).

10, the control unit 180 receives the WAVE message broadcasted from the first vehicle 100a through the WAVE data communication unit 160 (S141).

If the control unit 180 determines that the WAVE message is set to 'ON', the controller 180 analyzes the WAVE message and transmits the WAVE message to the second vehicle 100b and the first vehicle 100b using the information included in the WAVE message. (Step S143).

For example, since the WAVE message also includes the location information of the first vehicle 100a, the first vehicle 100a and the second vehicle 100b can be identified based on their own position and speed information detected by the first vehicle 100a (Or predicting) the relative position and path between the vehicle and the vehicle.

The controller 180 uses the relative position between the first vehicle 100a and the second vehicle 100b to determine whether the position of the first vehicle 100a is within an accident risk range with the second vehicle 100b (S144).

For example, the control unit 140 determines whether the distance of the first vehicle 100a in the front / rear of the same vehicle as the second vehicle 100b is within a first threshold value (for example, several meters) (For example, several meters), the oncoming distance is within a third threshold value (for example, several meters), or the first vehicle 100a and the second vehicle 100c intersecting at an intersection, Whether or not the distance to the intersection point of the image sensor 100b is within a fourth threshold value (e.g., several meters) or the like.

That is, when at least one of the above conditions is detected, the controller 180 determines that the position of the first vehicle 100a is within an accident risk range with the second vehicle 100b.

As described above, when the first vehicle 100a is located within the accident risk range, the controller 180 detects the running speed of the first vehicle 100a. If the running speed of the first vehicle 100a is equal to or greater than a preset threshold value (i.e., the fifth threshold value), it is determined that there is a risk of an accident and guidance for preventing an accident through the guide and warning output unit 150 A warning is output (S145).

When the risk of an accident is released (for example, when the speed of the first vehicle 100a is decelerated by operating the brake after outputting the warning, And the control of the second vehicle 100b is canceled after the warning is output), the output of the guidance and warning is stopped (S146).

Meanwhile, although not shown in the figure, the first vehicle 100a, which is in an out of control state, transmits its state and location information to the roadside base station 20 via V2I communication, thereby causing accidents and accidents in the police / fire / It is also possible to transmit unexpected information.

This additional feature can solve the conventional problem that the optimization of the traffic system can not be expected by preventing the traffic accident in advance or improving the traffic flow through the function of the present invention.

Meanwhile, the embodiments of the present invention described above can be implemented by various means. For example, embodiments of the present invention may be implemented by hardware, firmware, software, or a combination thereof.

In the case of hardware implementation, the method according to embodiments of the present invention may be implemented in one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs) , FPGAs (Field Programmable Gate Arrays), processors, controllers, microcontrollers, microprocessors, and the like.

In the case of an implementation by firmware or software, the method according to embodiments of the present invention may be implemented in the form of a module, a procedure or a function for performing the functions or operations described above. The software code can be stored in a memory unit and driven by the processor. The memory unit may be located inside or outside the processor, and may exchange data with the processor by various well-known means.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The foregoing description of the preferred embodiments of the invention disclosed herein has been presented to enable any person skilled in the art to make and use the present invention. While the present invention has been particularly shown and described with reference to preferred embodiments thereof, it will be understood by those skilled in the art that various changes and modifications may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. For example, those skilled in the art can utilize each of the configurations described in the above-described embodiments in a manner of mutually combining them. Accordingly, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

The present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Accordingly, the above description should not be construed in a limiting sense in all respects and should be considered illustrative. The scope of the present invention should be determined by rational interpretation of the appended claims, and all changes within the scope of equivalents of the present invention are included in the scope of the present invention. The present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein. In addition, claims that do not have an explicit citation in the claims may be combined to form an embodiment or be included in a new claim by amendment after the filing.

Claims (18)

A plurality of V2V antennas for communication;
A control unit for controlling operations of the plurality of V2V antennas; And
And a tag reader unit for reading at least one tag installed in the path,
When the tag reader reads a tag installed in at least a part of a slope area of the path,
Wherein,
And controls at least one of an output and directionality of a first predetermined antenna among the plurality of V2V antennas according to the read information. The method according to claim 1,
Wherein,
At least one of an output and a directionality of the first antenna is set such that at least a part of the communicable area of the first antenna overlaps with a communicable first area of the V2V antenna of another autonomous vehicle adjacent to the autonomous vehicle, Of the vehicle. The method according to claim 1,
Wherein the tag is disposed in a start area and an end area of the slope area. The method of claim 3,
Wherein,
Wherein the tag reader controls at least one of an output and a direction of the first antenna using a time of reading a tag arranged in a start area and an end area of the slope area. The method of claim 3,
Wherein,
Wherein the tag reader unit turns on the first antenna when the tag arranged in the start area of the slope area is read,
And turns off the first antenna when the tag reader reads a tag disposed in an end area of the slope area. The method according to claim 1,
Wherein,
Determining an output and direction of the first antenna according to the read information,
And maintains the output and the directionality of the determined first antenna constant until the autonomous vehicle is out of the slope region. The method according to claim 1,
And an actuator coupled to the first antenna to support the first antenna to move in a vertical direction,
The first antenna moved in the vertical direction receives a plurality of pieces of pilot information in the surroundings and receives first information corresponding to the plurality of pieces of pilot information from another autonomous vehicle,
Wherein the control unit controls at least one of the output and the directionality of the first antenna by additionally using the first information. The method according to claim 1,
A sensing unit for sensing a current speed of the autonomous vehicle; And
And a communication unit for determining a current position of the autonomous vehicle,
The control unit estimates a future position of the autonomous vehicle after a predetermined time using the current speed and the current position,
Wherein the plurality of V2V antennas periodically broadcast a message including the future position under the control of the controller. The method according to claim 1,
When at least a part of the plurality of V2V antennas receives a first message including a first future position of the first autonomous vehicle from the first autonomous vehicle different from the autonomous vehicle from the periphery,
Wherein,
And determines an accident risk using the future position and the first future position. 10. The method of claim 9,
Wherein,
The current location is determined using at least one of the location information collection module, the GPS / GNSS module, and the electronic map information,
The message
At least one event information, an uncontrollable state, and at least one of an ABS (Anti-Lock Brake System), an ESC (Electronic Stability Control), and a Traction Control System (TCS) Wherein the vehicle is an automobile. A first step in which a plurality of V2V antennas communicate with the surroundings under the control of the control unit;
A second step of reading at least one tag provided on a tag reader side path;
A third step of the tag reader to read a tag installed in at least a part of a slope region of the path; And
And controlling the control unit to control at least one of an output and a direction of a first predetermined antenna among the plurality of V2V antennas in accordance with the read information. 12. The method of claim 11,
In the fourth step,
Wherein the control unit controls the output of the first antenna and the directionality of the first antenna so that the communicable area of the first antenna overlaps at least a part of the first communicable area of the V2V antenna of the other autonomous vehicle adjacent to the autonomous vehicle, Wherein the control means controls at least one of the control means and the control means. 12. The method of claim 11,
Wherein the tag is disposed in a start region and an end region of the slope region,
In the fourth step,
Wherein the controller controls at least one of an output and a direction of the first antenna using a time for the tag reader to read a tag arranged in a start region and an end region of the slope region, A method of controlling a vehicle. 14. The method of claim 13,
Between the second step and the third step,
Wherein the controller further comprises a step of turning on the first antenna when the tag reader unit reads a tag located in a start area of the slope area,
After the fourth step,
Further comprising the step of: turning off the first antenna when the tag reader reads a tag located in an end area of the slope area, Way. 12. The method of claim 11,
In the fourth step,
The control unit determines the output and directionality of the first antenna according to the read information and maintains the output and directionality of the determined first antenna until the autonomous vehicle departs from the slope region And a control unit for controlling the autonomous traveling vehicle. 12. The method of claim 11,
After the fourth step,
Moving the first antenna through an actuator in a vertical direction;
Receiving a plurality of pilot information around the first antenna moved in the vertical direction;
The first antenna moved in the vertical direction receiving first information corresponding to the plurality of pilot information from another autonomous vehicle; And
Further comprising the step of controlling at least one of an output of the first antenna and a direction of the first antenna by additionally using the first information. 12. The method of claim 11,
After the fourth step,
A fifth step of sensing a current speed and a current position of the autonomous vehicle;
A sixth step of the controller estimating a future position of the autonomous vehicle after a predetermined time using the current speed and the current position; And
And a plurality of V2V antennas periodically broadcast a message including the future position to the surroundings under the control of the control unit. 18. The method of claim 17,
After the seventh step,
An eighth step of receiving a first message including at least a first future position of the first autonomous vehicle from at least a portion of the plurality of V2V antennas from a first autonomous vehicle different from the autonomous vehicle; And
Further comprising: a ninth step of determining the risk of an accident using the future position and the first future position by the control unit.

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