KR20220023685A - Apparatus and Method for Managing a Sharing Personal Mobility - Google Patents

Abstract

Disclosed are a device and method for managing sharing personal mobility for improving accessibility and convenience of users. According to one aspect of the present invention, the device comprises: a battery unit for supplying power; a communication unit for communicating with a server and roadside devices; and a control unit for determining whether to manage personal mobility (PM) based on at least one of a location of a PM, a change in a location, and a battery charge amount, and transmitting a management notification message to the server.

Description

Apparatus and Method for Managing a Sharing Personal Mobility}

Embodiments of the present invention relate to a shared personal mobility (PM) management apparatus and method, in particular to a shared PM management apparatus and method for managing a PM based on a location of a PM, a change in location, and a battery charge amount.

The content described in this section merely provides background information on the present invention and does not constitute the prior art.

As a means of transportation or transportation, the proportion of vehicles is decreasing, and the proportion of personal mobility (PM) is increasing. Here, the PM refers to a moving body for 1 or 2 people, and means a moving means including an electric kickboard, a PM, a bike, a smart car, a vehicle, a purpose-built vehicle (PBV), an air vehicle, and the like.

Since PM can drive short distances or narrow roads, it has the advantage of superior mobility and accessibility compared to vehicles. At home and abroad, in order to actively promote the use of PMs, roads exclusively for PMs are being built in the city center.

Meanwhile, as the number of PM users increases and the types of PMs diversify, the number of PM sharing service users who rent and use PMs for a certain period is increasing. In the case of using the PM sharing service, even if the PM is not owned, the PM can be used at a necessary time and place, so that the user can conveniently use the PM.

The PM sharing service is divided into a method of providing a PM at a designated place and a method of providing a PM at an arbitrary place.

First, in a service in which a PM is provided at a designated place, a user may rent or return a PM at a designated place. However, this method has a problem in that users lower access to the PM sharing service.

On the other hand, in a service in which a PM is provided at an arbitrary place other than a designated place, the user may rent or return the PM at an arbitrary place such as a roadside or an alley. This is called a dock-less PM sharing service. The shared PM service without a cradle can return the shared PM at any place, but there are problems in that it becomes an obstacle to walking and is difficult to maintain and manage.

Specifically, when the PM is left unattended for a long period of time in the PM sharing service without a cradle, other users may not be able to use the PM. In addition, there is a problem in that it is difficult to confirm whether the state of the PM is actually left unattended. Even if the PM is left unattended, enough battery is required to notify the server.

Therefore, it is necessary to research and develop a clear and specific criterion for determining whether a shared PM is a management target in consideration of the battery charge amount.

Meanwhile, a global navigation satellite system (GNSS) based on satellite signals is used to determine the location of the vehicle. An example of the GNSS is a global positioning system (GPS). V2X (vehicle to everything) standard technology applied to intelligent transportation systems also estimates the location of a vehicle based on GPS.

However, in an urban area where there are many high-rise buildings, the GPS signal is diffusely reflected by the high-rise buildings. GPS diffuse reflection may prevent the GPS signal from being transmitted to the destination in the shortest possible way, thereby reducing the accuracy of positioning. In addition, since it is difficult to receive a satellite signal in a GPS dead zone such as an indoor parking lot, it is more difficult to determine the location of the vehicle. This makes it difficult to determine whether the PM is in a neglected state or to manage the PM's power.

Therefore, when managing the shared PM, it is necessary to accurately determine the location of the PM.

Embodiments of the present invention provide a shared PM management apparatus and method for improving accessibility and convenience of users by finding and managing PMs located in places that are difficult for users to access in a PM sharing service or PMs that are not used for a long time has the main purpose of

Other embodiments of the present invention provide a shared PM that can manage the PM before the PM is completely discharged by sending a management notification to the server when the PM is in an inaccessible area or left unattended in the PM sharing service, but taking into account the battery charge. An object of the present invention is to provide a management device and method.

Another embodiment of the present invention is to provide a shared PM management apparatus and method capable of accurately estimating the location of the PM through communication with an Intelligent Transport System (ITS) in estimating the location of the PM There is a purpose.

According to an aspect of the present invention, a battery unit for supplying power; a communication unit configured to communicate with the server and roadside devices; and a controller configured to determine whether to manage the PM based on at least one of a location of a Personal Mobility (PM), a change in location, and a battery charge amount, and transmit a management notification message to the server. provides

According to another aspect of the present embodiment, the process of measuring a battery charge amount of Personal Mobility (PM); estimating the location of the PM; determining whether to manage the PM based on at least one of a location of the PM, a change in location, and a battery charge amount; And it provides a shared PM management method implemented by a computer, including the process of transmitting the management notification message to the server.

As described above, according to an embodiment of the present invention, in the PM sharing service, the accessibility and convenience of users can be improved by finding and managing PMs that are located in places that are difficult for users to access or are not used for a long time.

According to another embodiment of the present invention, in the PM sharing service, when the PM is in an inaccessible area or left unattended, the PM can be managed before the PM is completely discharged by sending a management notification to the server but taking the battery charge amount into consideration.

According to another embodiment of the present invention, it is possible to accurately estimate the position of the PM through communication with the intelligent transportation system in estimating the position of .

1 is a block diagram of a shared PM management apparatus according to an embodiment of the present invention.
2 is a diagram illustrating a shared PM management method according to an embodiment of the present invention.
3 is a flowchart illustrating a shared PM management method according to an embodiment of the present invention.
4A and 4B are diagrams for explaining a process of estimating an accurate location of a PM according to an embodiment of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. In adding reference numerals to the components of each drawing, it should be noted that the same components are given the same reference numerals as much as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description thereof will be omitted.

In addition, in describing the components of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used. These terms are only for distinguishing the elements from other elements, and the essence, order, or order of the elements are not limited by the terms. Throughout the specification, when a part 'includes' or 'includes' a certain element, this means that other elements may be further included, rather than excluding other elements, unless otherwise stated. . In addition, terms such as '~ unit' and 'module' described in the specification mean a unit that processes at least one function or operation, which may be implemented as hardware or software or a combination of hardware and software.

Hereinafter, a personal mobility device (Personal Mobility Vehicle, hereinafter referred to as PM) refers to a moving body that can be moved by one or two people. For example, Micro Mobility, Electric Bicycle, Electric Scooter, Electric Scooter, Electric Wheelchair, Electric Bike, Segway, 2-Wheel Drive, Smart Car, 1-2 Seater Shuttle, Personal There are transportation means, personal flight means, smart mobility, shared mobility, first mile, last mile, PBV (Purpose Built Vehicle), PAV (Personal Air Vehicle), vehicle, electric vehicle, etc.

In addition, the intelligent transport system (Intelligent Transport System, ITS) includes a roadside unit (RSU) or a mobile communication base station, and all of the roadside devices or mobile communication base stations perform broadcasting, but as needed A communication method such as unicast or multicast may be supported. Hereinafter, the roadside units (Road Side Unit, RSU) are described based on performing V2X (Vehicle to Everything) communication with the PM, but is not limited thereto, and LTE-V2X, C-V2X, 5G-V2X, WAVE (Wireless Access In Vehicular Environment), DSRC (Dedicated Short Range Communication), etc. can be used. That is, a communication standard used in an intelligent transport system (ITS) may be used.

The shared PM management apparatus is preferably implemented as a server located outside the PM, but is not limited thereto, and may be implemented by a device, a user terminal, etc. located inside the PM. The shared PM management apparatus may store in advance at least one of a virtual map, identification information of the roadside apparatus, location coordinates corresponding to identification information of the roadside apparatus, identification information of the PM, and subscriber information of the user. Here, the location coordinates mean latitude and longitude or mean two-dimensional or three-dimensional coordinates based on a specific point. Hereinafter, it will be described that the shared PM management apparatus is mounted on the PM.

Hereinafter, the shared PM management device may include one or more components that enable communication with an external device, and may include at least one of a short-range communication module and a wireless communication module.

Short-distance communication modules include Bluetooth module, infrared communication module, RFID (Radio Frequency Identification) communication module, UWB (Ultra-Wide Band), WLAN (Wireless Local Access Network) communication module, NFC communication module, Zigbee communication module, etc. may include various short-range communication modules for transmitting and receiving signals using a wireless communication network.

The wireless communication modules are V2X (vehicle-to-everything), C-V2X (Cellular-V2X), WAVE (Wireless Access in Vehicle Environment), DSRC (Dedicated Short Range Communication), Wi-Fi module, LTE (Long Term Evolution) ), and may include a wireless communication module supporting various wireless communication methods such as NR (New Radio).

1 is a block diagram of a shared PM management apparatus according to an embodiment of the present invention.

Referring to FIG. 1 , the shared PM management apparatus 10 includes a battery unit 100 , a communication unit 110 , a sensing unit 120 , a storage unit 130 , a timer 140 , and a control unit 150 .

The battery unit 100 is a component that supplies power. Specifically, the battery unit 100 supplies power to the communication unit 110 , the sensing unit 120 , the storage unit 130 , the timer 140 , and the control unit 150 .

The battery unit 100 includes a first battery that supplies power to the shared PM management device 10 and a second battery that supplies power to the PM. However, the first battery and the second battery may be implemented as one battery. Hereinafter, the battery charge amount of PM means the charge amount of the battery unit 100 .

In the PM non-power saving mode, the battery unit 100 supplies power to all of the communication unit 110 , the sensing unit 120 , the storage unit 130 , the timer 140 , and the control unit 150 .

On the other hand, in the power saving mode of the PM, the battery unit 100 supplies power only to the communication unit 110 , and does not supply power to the sensing unit 120 , the storage unit 130 , the timer 140 , and the control unit 150 . .

The communication unit 110 is a component that performs wired/wireless communication with an intelligent transport system (ITS). Here, the intelligent transportation system includes a server and roadside devices. That is, the communication unit 110 may communicate with the server and roadside devices.

The communication unit 110 may estimate the location of the PM through communication with roadside devices. In particular, the position of the PM may be accurately estimated using the reference roadside device and the auxiliary roadside device. This will be described in detail with reference to FIGS. 4A and 4B .

When the PM is determined as the management target according to the command of the control unit 150 , the communication unit 110 transmits a management notification message to the server. In this case, the communication unit 110 may transmit a management notification message to the server through roadside devices.

The sensing unit 120 is a component that receives the position of the PM. The sensing unit 120 may receive the position of the PM using a module such as GNSS, GPS, DGPS, or CDGPS. Receiving the position of the sensing unit 120 is distinguished from the communicator 110 estimating the position of the PM using roadside devices.

The communication unit 110 may receive or estimate the position of the PM through communication with the intelligent transportation system, and the sensing unit 120 may receive the position of the PM through a GNSS, DGPS, or CDGPS signal. Also, the communication unit 110 may estimate the location of the PM through short-range wireless network communication. Received signal strength indicator (RSSI), time of flight (ToF), time difference of arrival (TDoA), etc. may be used for position estimation.

The storage unit 130 is a component that stores PM-related information and user-related information. The information related to the PM may include identification information of the PM, a location, a change in location, a battery charge amount, a communication state, a reception sensitivity, and the like. Information related to the user may include the user's identification number, PM rental history, PM neglect history, accident history, age, gender, and the like. Also, the storage unit 130 may store the last rental/return time of the PM.

The timer 140 is a component that measures and records time. The timer 140 is used to measure the position change of the PM.

The control unit 150 is a component that determines whether to manage a PM based on at least one of a location of the PM, a change in location, and a battery charge amount, and transmits a management notification message to the server. Specifically, when it is determined that the PM is a management target, the control unit 150 transmits a management notification message including at least one of identification information of the PM, a location, a change in location, a battery charge amount, and a management target, to the server.

The server manages the managed PM according to the management notification message. For example, the server may allocate a collection person to collect the managed PM. Also, if the battery charge is sufficient, the server may instruct the managed PM to autonomously drive to move to a designated place. When an alarm is embedded in the PM, the server may transmit a command signal to the PM to sound a warning sound. In addition to this, the server may manage the PM in such a way that users around the PM move the PM to a designated place and provide incentives.

According to an embodiment of the present invention, when the location of the PM is within the management area, the control unit 150 determines the PM as a management target.

Here, the management zone may be set based on at least one of the type of management zone, the number of occurrences of the management target PM, the number of use requests, and the number of management requests by the user. In an embodiment, an area in which the management area is a high management necessity, a large number of PMs to be managed, and a small number of PM use requests by users may be set as the management area. In addition, when users request management of an area requiring PM management from the server, the server may set the corresponding area as a management area according to the number of times the user requests management.

The type of the management zone may include at least one of a vehicle zone, a pedestrian zone, a vehicle congestion zone, a pedestrian congestion zone, an inaccessible zone, and a parking and parking congestion zone.

The control unit 150 may calculate the management necessity for the type of the management area. For example, the controller 150 may calculate the need for management to be low in the order of a vehicle congested area, a vehicle area, a pedestrian congested area, a pedestrian area, a parking and parking congested area, and an inaccessible area. The control unit 150 may calculate a low management necessity for the vehicle area, and calculate a high management necessity for the inaccessible area. This is because PMs are less likely to be left unattended in vehicle zones where vehicles travel, and PMs are more likely to be left unattended in inaccessible zones.

According to an embodiment of the present invention, when the location of the PM is within the management area and the location of the PM does not deviate from a predetermined range for a certain period of time, the controller 150 may determine the PM as a management target. This is to determine that the PM is not subject to management when users use the PM or the PM is forcibly moved even if the PM is located within the management area. According to another embodiment of the present invention, even if the PM is not located in the management area, when the change in the location of the PM is within a predetermined range for a predetermined period, the controller 150 may determine the PM as the management target.

The predetermined range may mean a position error range of the PM measured by the sensing unit 120 or a position error range of the PM estimated by the communication unit 110 . Otherwise, the predetermined range may be a range arbitrarily set by an administrator.

Specifically, the control unit 150 periodically checks the position of the PM and measures the change in the position of the PM according to time. For example, when the PM does not deviate from the range of 100 m for one week, the controller 150 may determine the PM as a management target. If the PM has never deviated from the 50 m range for one day, the controller 150 may determine the PM as a management target.

According to an embodiment of the present invention, the controller 150 may perform the power saving mode when the battery charge amount is lower than a preset value.

The power saving mode refers to a mode in which power is supplied only to the communication unit 110 and a management notification message including the PM location and battery charge amount is periodically transmitted to the server. The power saving mode is to prevent a situation in which it is impossible to determine whether the PM is a management target because the battery unit 100 is discharged.

According to an embodiment of the present invention, when the battery charge amount is higher than a preset value and the location of the PM cannot be estimated, the controller 150 may determine the PM as a management target. This is to prevent a situation in which PMs are located inside or underground of a building and cannot determine whether to be managed according to their location despite the sufficient amount of charge in the battery unit 100 .

The situation in which the position cannot be estimated means that the communication unit 110 or the sensing unit 120 cannot estimate the position of the PM or the amount of position change is excessively high. Also, a case where there is no update for a certain period from the last estimated position is included.

2 is a diagram illustrating a shared PM management method according to an embodiment of the present invention.

Referring to FIG. 2 , a first PM 200 , a second PM 202 , a third PM 204 , a first management area 210 , and a second management area 212 are illustrated. The first management area 210 is an inaccessible area that the user cannot access.

The first PM 200 is in a state in which the battery is low, but the location can be estimated. Specifically, the first PM 200 enters the power saving mode because the battery charge amount is less than a preset value. The first PM 200 uses minimal power to estimate a location and transmit a management notification message to the server. This is to prevent a situation in which PM cannot be managed due to discharge.

The second PM 202 has a sufficient battery and can estimate its location, but is located in the first management area 210 . Specifically, the second PM 202 may estimate the location of the battery charge amount is higher than a preset value. However, since the second PM 202 is located within the first management area 210 , it may be determined as a management target. Alternatively, the second PM 202 may be determined as a management target when a change in location of the second PM 202 is within a predetermined range for a predetermined period in the first management area 210 .

The third PM 204 has a sufficient battery but cannot estimate its location and is located in the second management area 212 . Specifically, the third PM 204 may be determined as a management target because the battery charge amount is higher than a preset value, but the location cannot be estimated. For example, when the third PM 204 cannot estimate the location of the PM, such as difficult communication with roadside devices, failure to receive a GPS signal, or a sudden change in the estimated location, it may be determined as a management target. . That is, it is also possible to determine whether to manage the PM in consideration of only the location change of the PM.

3 is a flowchart illustrating a shared PM management method according to an embodiment of the present invention.

Referring to FIG. 3 , the shared PM management device (hereinafter, 'management device') periodically measures the battery charge amount (S300).

The management device compares the battery charge amount with a preset value (S302). Specifically, the management device determines whether the battery charge amount is greater than or less than a preset value.

When the battery charge amount is lower than a preset value, the management device performs a power saving mode (S314). In the power saving mode, power is supplied only to the communication unit, and a management notification message including the PM's location and battery charge is periodically transmitted to the server. To this end, in the power saving mode, the management device periodically estimates the position of the PM and measures the battery charge.

When the battery charge amount is higher than a preset value, the management device determines whether the location of the PM, ie, the location of the management device, can be estimated ( S304 ).

If the management device cannot estimate the location of the PM, it determines the PM as the management target (S310). That is, when the battery charge amount is greater than a preset value but the location of the PM cannot be estimated, the management device determines the PM as a management target.

If the management device can estimate the location of the PM, it is determined whether the PM is located in the management area (S306). Here, the management zone may be set based on at least one of the type of the management zone, the number of occurrences of the management target PM, and the number of requests for use.

When the PM is located within the management area, the management device compares the change in the PM's position with a predetermined range (S308). On the other hand, when the PM is not located within the management area, the management device may re-estimate the location of the PM.

According to another embodiment of the present invention, even if the PM is not located in the management area, when the change in the location of the PM is within a predetermined range for a predetermined period, the management device may determine the PM as a management target.

When the change in the position of the PM is less than a predetermined range, the management device determines the PM as a management target (S310). On the other hand, when the change in the position of the PM is greater than a predetermined range, the management apparatus may re-estimate the position of the PM.

The management device includes information on the PM determined as the management target in the management notification message, and transmits the management notification message to the server (S312).

4A and 4B are diagrams for explaining a process of estimating an exact location of a PM according to an embodiment of the present invention.

Referring to FIG. 4A , an actual position 400 of a PM, a plurality of roadside devices 410 , 420 , 430 , 440 , 450 , and an estimated position 452 of a fifth roadside device are illustrated. The plurality of roadside devices 410 , 420 , 430 , 440 , and 450 include auxiliary roadside devices 410 , 420 , 430 , 440 and a fifth roadside device 450 . The auxiliary roadside devices 410 , 420 , 430 , and 440 include a first roadside device 410 , a second roadside device 420 , a third roadside device 430 , and a fourth roadside device 440 . 4B, the estimated position 402 of the PM and the corrected position 404 of the PM are additionally shown.

Hereinafter, the fifth roadside device 250 will be described as a reference RSU for correcting the estimated position, but this is only one embodiment, and the reference roadside device includes the first roadside device 210 and the first roadside device. It may be implemented by one or more of the second roadside device 220 , the third roadside device 230 , or the fourth roadside device 240 . Meanwhile, the auxiliary roadside devices 210 , 220 , 230 , and 240 are only an exemplary embodiment, and may consist of at least three auxiliary roadside devices. It is assumed that the location coordinates of the plurality of roadside devices 210 , 220 , 230 , 240 and 250 are known in advance.

The fifth roadside device 450 receives the V2X message from the auxiliary roadside devices 410 , 420 , 430 , and 440 . The management device is configured to control the fifth roadside device 450 based on at least one of the received signal strength of the V2X message received by the fifth roadside device 450 , the flight time, or the positions of the auxiliary roadside devices 410 , 420 , 430 , and 440 . ) can be estimated. The management device may derive the estimated location 452 of the fifth roadside device 450 .

However, the actual location of the fifth roadside device 450 and the estimated location 452 may not match due to signal distortion due to weather or obstacles, errors in the roadside device, or the like. The management apparatus may accurately derive the actual location 400 of the PM by using an estimation error of the fifth roadside apparatus 450 based on the previously known actual location of the fifth roadside apparatus 450 .

In particular, the management device may accurately derive the actual position 400 of the PM by using the distance error rate, the distance error, and the position error.

을 산출한다. 관리 장치는 제5 노변 장치(450)의 실제 위치와 제1 노변 장치(410) 사이의 거리

을 더 산출한다. As a first embodiment, in order to use the distance error rate, the management device determines the estimated position 452 of the fifth roadside device based on at least one of the received signal strength or the flight time of the V2X message received by the fifth roadside device 450 . ) and the distance between the first roadside device 410

to calculate The management device determines the distance between the actual location of the fifth roadside device 450 and the first roadside device 410 .

to calculate more

과

사이의 오차율(이하, 제1 거리 오차율)을 계산한다. 구체적으로, 제1 거리 오차율은

에 대한

의 비율을 의미한다. 즉, 거리 오차율은 추정 거리에 대한 실제 거리를 의미한다. 추가적으로, 관리 장치는 제2 노변 장치(420), 제3 노변 장치(430) 및 제4 노변 장치(440)에 대해 제2 거리 오차율, 제3 거리 오차율 및 제4 거리 오차율 각각을 계산할 수 있다.management device

class

An error rate between them (hereinafter, a first distance error rate) is calculated. Specifically, the first distance error rate is

for

means the ratio of That is, the distance error rate means the actual distance to the estimated distance. Additionally, the management device may calculate each of the second distance error rate, the third distance error rate, and the fourth distance error rate for the second roadside device 420 , the third roadside device 430 , and the fourth roadside device 440 .

Referring to FIG. 4B , the management apparatus may derive the corrected position 404 of the PM by correcting the estimated position 402 of the PM using the distance error rate.

이다. Specifically, the management device receives the V2X message from the auxiliary roadside devices (410, 420, 430, 440). The management device may estimate the estimated position 402 of the PM based on at least one of the received signal strength of the received V2X message, the flight time, or the positions of the auxiliary roadside devices (410, 420, 430, 440). In detail, the management device triangulates using the location of at least three of the auxiliary roadside devices (410, 420, 430, 440), the received signal strength of the V2X message received from the three roadside devices, and the flight time, Calculate the estimated position 402 of the PM. In this case, the distances between the estimated location 402 of the PM and the auxiliary roadside devices 410 , 420 , 430 and 440 are respectively

am.

에

을 곱함으로써,

을 구할 수 있다. 추가적으로, 관리 장치는

를 더 구할 수 있다.The management device may obtain corrected distances by multiplying the distance between the estimated location 402 of the PM and the auxiliary roadside devices 410 , 420 , 430 , and 440 by a distance error rate. For example, managed devices are

to

By multiplying by

can be obtained Additionally, the management device is

more can be obtained.

The distance between the corrected position 404 of the PM and the auxiliary roadside devices 410 , 420 , 430 , and 440 may be expressed as Equation 1 .

은 PM의 보정된 위치(404)와 보조 노변 장치들(410, 420, 430, 440) 간 거리다.

은 PM의 추정 위치(402)와 보조 노변 장치들(410, 420, 430, 440) 간 거리다. d는 제5 노변 장치의 추정 위치(452)와 보조 노변 장치들(410, 420, 430, 440) 간 거리다. d'은 제5 노변 장치(450)의 실제 위치와 보조 노변 장치들(410, 420, 430, 440) 간 거리다.in Equation 1

is the distance between the corrected location 404 of the PM and the auxiliary roadside devices 410 , 420 , 430 , 440 .

is the distance between the estimated location 402 of the PM and the auxiliary roadside devices 410 , 420 , 430 , 440 . d is the distance between the estimated position 452 of the fifth roadside device and the auxiliary roadside devices 410 , 420 , 430 , 440 . d' is the distance between the actual location of the fifth roadside device 450 and the auxiliary roadside devices 410 , 420 , 430 , and 440 .

중 적어도 세 개에 기초하여 삼각 측량을 통하여 PM의 보정된 위치(404)를 산출할 수 있다. 제5 노변 장치(450)와 보조 노변 장치들(410, 420, 430, 440) 간 실제 거리와 추정 거리의 오차를 PM의 추정 위치(402)에 반영하였기 때문에, PM의 보정된 위치(404)는 PM의 추정 위치(402)보다 PM의 실제 위치(400)와 더 가깝다. management device

A corrected position 404 of the PM may be calculated through triangulation based on at least three of Since the error between the actual distance and the estimated distance between the fifth roadside device 450 and the auxiliary roadside devices 410 , 420 , 430 , and 440 is reflected in the estimated position 402 of the PM, the corrected position 404 of the PM is closer to the PM's actual location 400 than the PM's estimated location 402 .

The management apparatus according to an embodiment of the present invention may correct the estimated position 402 of the PM using an error rate for one of the received signal strength or the flight time instead of the distance.

과

사이의 오차(이하, 제1 거리 오차)를 계산한다. 구체적으로, 제1 거리 오차는

에서

을 뺀 값을 의미한다. 추가적으로, 관리 장치는 제2 노변 장치(420), 제3 노변 장치(430) 및 제4 노변 장치(440)에 대해 제2 거리 오차, 제3 거리 오차 및 제4 거리 오차 각각을 계산할 수 있다.As a second embodiment, in order to use the distance error, the management device

class

An error between the two (hereinafter, a first distance error) is calculated. Specifically, the first distance error is

at

means minus the Additionally, the management device may calculate each of the second distance error, the third distance error, and the fourth distance error for the second roadside device 420 , the third roadside device 430 , and the fourth roadside device 440 .

Referring to FIG. 4B , the management device may derive the corrected position 404 of the PM by correcting the estimated position 402 of the PM using the distance error.

이다.Specifically, the management device receives the V2X message from the auxiliary roadside devices (410, 420, 430, 440). The management device estimates the estimated position 402 of the PM based on at least one of the received signal strength of the received V2X message, the flight time, or the positions of the auxiliary roadside devices 410, 420, 430, 440 included in the V2X message. can do. In this case, the distances between the estimated position 402 of the PM and the auxiliary roadside devices 410 , 420 , 430 , and 440 are respectively

am.

에

을 더함으로써,

을 구할 수 있다. 추가적으로, 관리 장치는

를 더 구할 수 있다.The management device may obtain corrected distances by adding a distance error to the distance between the estimated location 402 of the PM and the auxiliary roadside devices 410 , 420 , 430 , and 440 . For example, managed devices are

to

By adding

can be obtained Additionally, the management device is

more can be obtained.

The distance between the corrected position 404 of the PM and the auxiliary roadside devices 410 , 420 , 430 , and 440 may be expressed as Equation (2).

중 적어도 세 개에 기초하여 삼각 측량을 통하여 PM의 보정된 위치(404)를 산출할 수 있다. 제5 노변 장치(450)와 보조 노변 장치들(410, 420, 430, 440) 간 실제 거리와 추정 거리의 오차를 PM의 추정 위치(402)에 반영하였기 때문에, PM의 보정된 위치(404)는 PM의 추정 위치(402)보다 PM의 실제 위치(400)와 더 가깝다. management device

A corrected position 404 of the PM may be calculated through triangulation based on at least three of Since the error between the actual distance and the estimated distance between the fifth roadside device 450 and the auxiliary roadside devices 410 , 420 , 430 , and 440 is reflected in the estimated position 402 of the PM, the corrected position 404 of the PM is closer to the PM's actual location 400 than the PM's estimated location 402 .

The management apparatus according to an embodiment of the present invention may correct the estimated position 402 of the PM by using an error with respect to one of the received signal strength or the flight time instead of the distance.

As a third embodiment, in order to use the position error, the management device calculates a difference (hereinafter, referred to as a position error) between the actual position of the fifth roadside device 450 and the estimated position 452 of the fifth roadside device. Here, the position may mean two-dimensional position coordinates or three-dimensional position coordinates. The position error is calculated by calculation for each dimension.

The management apparatus may derive the corrected position 404 of the PM by estimating the estimated position 402 of the PM and then correcting the estimated position 402 of the PM by a position error with respect to the fifth roadside apparatus 450 . .

On the other hand, the management device controls at least one of the received signal strength of the V2X message received by the fifth roadside device 450, the flight time, or the location of the auxiliary roadside devices 410, 420, 430, 440 included in the V2X message. 5 may be received from the roadside device 450 . In addition, the management device may receive at least one of the received signal strength of the received V2X message, the flight time, or the location of the auxiliary roadside devices (410, 420, 430, 440) included in the V2X message.

The management device may calculate the distance error rate, distance error, and position error between the fifth roadside device 450 and the auxiliary roadside devices 410 , 420 , 430 , and 440 in real time, or may calculate and store it in advance. Also, the management apparatus may receive error information previously calculated by the fifth roadside apparatus 450 from the fifth roadside apparatus 450 .

Through the above three error correction, the management device may derive the exact position of the PM.

Although it is described that steps S300 to S314 are sequentially executed in FIG. 3, this is merely illustrative of the technical idea of an embodiment of the present invention. In other words, one of ordinary skill in the art to which an embodiment of the present invention pertains may change the order described in FIG. 3 and perform one of steps S300 to S314 within a range that does not depart from the essential characteristics of an embodiment of the present invention. Since the above process may be variously modified and modified by executing the above process in parallel, FIG. 3 is not limited to a time-series order.

Meanwhile, the processes illustrated in FIG. 3 can be implemented as computer-readable codes on a computer-readable recording medium. The computer-readable recording medium includes all types of recording devices in which data readable by a computer system is stored. That is, the computer-readable recording medium may be a non-transitory medium such as a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device. In addition, the computer-readable recording medium is distributed in a network-connected computer system so that the computer-readable code can be stored and executed in a distributed manner.

In addition, the components of the present invention may use an integrated circuit structure such as a memory, a processor, a logic circuit, a look-up table, and the like. This integrated circuit structure implements each of the functions described herein through the control of one or more microprocessors or other control devices. In addition, the components of the present invention may be specifically implemented by a part of a program or code that includes one or more executable instructions for performing specific logical functions and is executed by one or more microprocessors or other control devices. In addition, the components of the present invention may include or be implemented by a central processing unit (CPU), a microprocessor, etc. that perform respective functions. In addition, the components of the present invention may store instructions executed by one or more processors in one or more memories.

The above description is merely illustrative of the technical idea of this embodiment, and various modifications and variations will be possible without departing from the essential characteristics of the present embodiment by those skilled in the art to which this embodiment belongs. Accordingly, the present embodiments are intended to explain rather than limit the technical spirit of the present embodiment, and the scope of the technical spirit of the present embodiment is not limited by these embodiments. The protection scope of this embodiment should be interpreted by the following claims, and all technical ideas within the scope equivalent thereto should be interpreted as being included in the scope of the present embodiment.

100: battery unit 110: communication unit
120: sensing unit 130: storage unit
140: timer 150: control unit

Claims (14)

a battery unit for supplying power;
a communication unit configured to communicate with the server and roadside devices; and
A control unit that determines whether to manage the PM based on at least one of a location of a Personal Mobility (PM), a change in location, and a battery charge amount, and transmits a management notification message to the server
A shared PM management device comprising a. According to claim 1,
The control unit is
When the location of the PM is within the management area, the shared PM management apparatus for determining the PM as a management target. 3. The method of claim 2,
The management area is
A shared PM management apparatus that is set based on at least one of the type of management zone, the number of occurrences of the management target PM, the number of requests for use, and the number of requests for management of the user. According to claim 1,
The control unit is
When the location of the PM is within a management area and the location of the PM does not deviate from a predetermined range for a certain period of time, the shared PM management apparatus is configured to determine the PM as a management target. According to claim 1,
The control unit is
When the battery charge amount is lower than a preset value, the shared PM management device that performs a power saving mode. 6. The method of claim 5,
The power saving mode is
Power is supplied only to the communication unit, and the management notification message including the location of the PM and the battery charge amount is periodically transmitted to the server. According to claim 1,
The control unit is
The shared PM management apparatus for determining the PM as a management target when the battery charge amount is higher than a preset value and the location of the PM cannot be estimated. measuring a battery charge amount of personal mobility (PM);
estimating the location of the PM;
determining whether to manage the PM based on at least one of a location of the PM, a change in location, and a battery charge amount; and
Process of sending management notification message to server
A shared PM management method implemented by a computer, comprising a. 9. The method of claim 8,
The decision process is
When the location of the PM is within the management area, the shared PM management method is a process of determining the PM as a management target. 10. The method of claim 9,
The management area is
A shared PM management method that is set based on at least one of the type of management zone, the number of occurrences of the managed PM, the number of requests for use, and the number of requests for management of the user. 9. The method of claim 8,
The decision process is
A shared PM management method, wherein when the location of the PM is within a management area and the location of the PM does not deviate from a predetermined range for a predetermined period, the process of determining the PM as a management target. 9. The method of claim 8,
and performing a power saving mode when the battery charge amount is lower than a preset value. 13. The method of claim 12,
The power saving mode is
Power is supplied only to the communication unit, and the management notification message including the location of the PM and the battery charge amount is periodically transmitted to the server. 9. The method of claim 8,
The decision process is
A shared PM management method, comprising a process of determining the PM as a management target when the battery charge amount is higher than a preset value and the location of the PM cannot be estimated.

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