Apparatus and method for supporting vehicle-to-everything communication and system including the same

Abstract

The present invention relates to an apparatus and method for supporting vehicle-to-everything communication and a system including the same. A V2X communication apparatus, a system including the same, and a method are provided. The V2X communication apparatus includes a communication electronic control unit (ECU) that processes messages transmitted and received in a wired or wireless manner, and an application (AP) ECU that identifies messages transmitted and received by the communication ECU through an internal protocol of a vehicle and provides corresponding service information. The AP ECU is disposed as a system area separate from the communication ECU. The AP ECU and the communication ECU transmit and receive messages through Ethernet or a controller area network (CAN) communication that is an internal protocol of the vehicle.

Description

[0001] Cross-references to related applications

[0002] This application claims priority and benefit to Korean Patent Application No. 10-2020-0041712, filed on April 6, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to an apparatus and method for supporting vehicle-to-everything (V2X) communication and a system including said apparatus, and more specifically, to a vehicle-to-vehicle communication method and application method for supporting various V2X communication services. Background Technology

[0004] Vehicle-to-Everything (V2X) communication refers to a communication model in which vehicles communicate with road infrastructure and other vehicles while in motion, exchanging or sharing information (such as traffic conditions). This refers to the technology of sending and receiving information between all elements of the road (e.g., between vehicles, between vehicles and infrastructure, between vehicles and pedestrians, between vehicles and networks, etc.). V2X-based services can include, for example, autonomous driving services, remote vehicle control services, interactive gaming services, and large-scale short-range audio / video services (e.g., augmented reality (AR) or virtual reality (VR)).

[0005] Recently, numerous countries and automotive companies have implemented V2X communication capabilities for vehicle safety and energy efficiency. However, ensuring product marketability and initial market establishment without a robust infrastructure is challenging. Existing standalone V2X controllers may not consider various V2X architectures to save on manufacturing costs. Furthermore, the lack of a communication root and limited information sharing with Advanced Driver Assistance Systems (ADAS) increases development costs. Therefore, V2X communication systems and devices supporting various services are needed to address these issues. Summary of the Invention

[0006] This invention provides an apparatus and method for supporting V2X communication, as well as a system including said apparatus. Another aspect of this invention provides a vehicle apparatus and method for providing V2X communication and V2X applications to support various services, and a system including said vehicle apparatus. Yet another aspect of this invention provides a vehicle apparatus and method for providing V2X services by distinguishing between a unit for performing V2X communication and a unit for processing V2X applications, and a system including said vehicle apparatus.

[0007] Another aspect of the present invention provides a vehicle apparatus and method for performing V2X communication by compensating for data time delays between electronic control units (ECUs), and a system including said vehicle apparatus. Another aspect of the present invention provides a vehicle apparatus and method for performing V2X communication regarding data reception omissions between ECUs, and a system including said vehicle apparatus.

[0008] The technical problem to be solved by the present invention is not limited to the above-described problem, and any other technical problem not mentioned herein will be clearly understood by those skilled in the art from the following description.

[0009] According to one aspect of the invention, a vehicle-to-everything (V2X) communication device may include: a communication electronic control unit (ECU) configured to process messages transmitted and received in a wired or wireless manner; and an application (AP) ECU configured to identify messages transmitted and received by the communication ECU via an internal vehicle protocol and provide corresponding service information. The AP ECU can be configured as a separate system area from the communication ECU. The AP ECU and the communication ECU can be configured to transmit and receive messages via Ethernet or Controller Area Network (CAN), which are internal vehicle protocols.

[0010] In an exemplary implementation, the communication ECU may be configured to communicate with a Wi-Fi-based WAVE (Wave Access in Vehicle Environment) communication system and a 3GPP-based LTE / NR (Long Term Evolution / New Radio) communication system, and may be configured to perform bidirectional communication between the vehicle and remote vehicles, between the vehicle and pedestrians, between the vehicle and road infrastructure, or between the vehicle and the network to support V2X services.

[0011] Furthermore, the AP ECU can be configured to recognize V2X service messages sent from the communication ECU and display the V2X service messages using a corresponding application. Additionally, the AP ECU may include at least one of an Advanced Driver Assistance System (ADAS), an Audio Video Navigation (AVN) system, or a combined instrument cluster system. In an exemplary embodiment, each of the communication ECU and the AP ECU can be configured to recognize and process, classify, or manage V2X service messages.

[0012] V2X service messages can be generated, updated, or discarded in list format. Furthermore, V2X service messages can be sent at intervals of approximately 100ms. V2X service messages can be sent when ignition is on and can be stopped when ignition is off.

[0013] In an exemplary implementation, the AP ECU may further include a position correction function that takes into account the transmission time delay of V2X service messages sent and received from the communication ECU to perform position correction for both the local and remote vehicles. The time delay may include delay values ​​generated during the transmission and reception of Ethernet or CAN communications. These delay values ​​can be variably set by estimation or experimental values.

[0014] The AP ECU may further include a position correction function that takes into account reception omissions in V2X service messages sent and received from the communication ECU, performing position correction for both the local and remote vehicles. These reception omissions can be generated during the transmission and reception of Ethernet or CAN communications. Position correction can be performed by predicting compensation values ​​for the reception omissions. Furthermore, the communication ECU and AP ECU can be configured to synchronize a list of V2X service messages. Synchronization can be applied when ignition is on or off.

[0015] According to another aspect of the invention, a V2X communication method may include: processing messages sent and received in a wired or wireless manner; identifying the sent and received messages via the vehicle's internal protocol; and displaying service information corresponding to the message using a corresponding application. The communication ECU that processes the messages using the application and the application program ECU that displays the service information can be set up as separate system areas. The vehicle's internal protocol can be configured to send and receive messages via Ethernet or Controller Area Network (CAN) communication.

[0016] In an exemplary implementation, message processing may include communicating with a Wi-Fi-based WAVE communication system and a 3GPP-based LTE / NR communication system. The messages may include those supporting V2X services through bidirectional communication between the vehicle and remote vehicles, between the vehicle and pedestrians, between the vehicle and road infrastructure, or between the vehicle and a network.

[0017] Furthermore, the display may include: identifying messages used to support V2X services and displaying the V2X service messages on the corresponding application system. The display may further include displaying information corresponding to the V2X service messages on at least one of an advanced driver assistance system (ADAS), an audio-video navigation (AVN) system, or a combined instrument cluster system.

[0018] Message processing can include: V2X service messages being identified by each of the communication ECU and the AP ECU; and V2X service messages being processed, categorized, or managed by each of the communication ECU and the AP ECU. V2X service messages can be generated, updated, or discarded in list form. Furthermore, V2X service messages can be sent at intervals of approximately 100ms. V2X service messages can be sent when ignition is on and can stop being sent when ignition is off.

[0019] In an exemplary embodiment, the demonstration may further include performing a position correction function that takes into account the transmission time delay of V2X service messages sent and received from the communication ECU to perform position correction for both the local and remote vehicles. The time delay may include delay values ​​generated during the transmission and reception of Ethernet or CAN communications. The delay values ​​may be variably set by estimated or experimental values.

[0020] Furthermore, the display may include a position correction function that takes into account reception omissions in V2X service messages sent and received from the communication ECU, performing position correction for both the local and remote vehicles. These reception omissions may be generated during the transmission and reception of Ethernet or CAN communications. Position correction can be performed by predicting compensation values ​​for the reception omissions. In an exemplary embodiment, message processing may further include synchronizing a list of V2X service messages via the communication ECU and the AP ECU. Synchronization may be applied when ignition is on or off. Attached Figure Description

[0021] The above and other objects, features and advantages of the present invention will become clearer from the following detailed description taken in conjunction with the accompanying drawings.

[0022] Figure 1 This is a block diagram illustrating the configuration of a vehicle system for supporting V2X communication according to an exemplary embodiment of the present invention;

[0023] Figure 2 This is a block diagram illustrating a V2X service system according to an exemplary embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram illustrating in detail the components of a vehicle communication system for V2X services according to an exemplary embodiment of the present invention;

[0025] Figure 4A and Figure 4B This is a schematic diagram illustrating the function of performing position correction according to another exemplary embodiment of the present invention;

[0026] Figure 5 This is a block diagram schematically illustrating an AVN system for V2X communication services according to an exemplary embodiment of the present invention;

[0027] Figure 6 This is a block diagram illustrating a plurality of V2X application systems for supporting V2X communication according to an exemplary embodiment of the present invention; and

[0028] Figure 7 This is a block diagram illustrating a computing system according to an exemplary embodiment of the present invention. Detailed Implementation

[0029] It should be understood that the term "vehicle" or "of a vehicle" or other similar terms as used herein generally include motor vehicles, such as passenger vehicles including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, vessels including various boats and ships, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., vehicles derived from non-fossil fuels). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as both gasoline and electric power.

[0030] Although the exemplary embodiments are described as using multiple units to perform the exemplary processes, it should be understood that the exemplary processes can also be performed by one or more modules. Furthermore, it is understood that the term "controller / control unit" refers to a hardware device including a memory and a processor, and is specifically programmed to perform the processes described herein. The memory is configured to store modules, and the processor is specifically configured to execute said modules to perform one or more processes described further below.

[0031] Furthermore, the control logic of the present invention can be implemented as a non-volatile computer-readable medium, which is a computer-readable medium comprising executable program instructions that are executed by a processor, controller / control unit, etc. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash memory drive, smart card, and optical data storage device. The computer-readable recording medium can also be distributed across a network-connected computer system, allowing the computer-readable medium to be stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0032] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be further understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, values, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, values, steps, operations, elements, components, and / or groups thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated enumerations.

[0033] Unless otherwise stated or apparent from the context, the term “about” as used herein is understood to mean within the normal tolerance range in the field, such as within a mean of 2 standard deviations. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value. Unless the context otherwise requires, the term “approximately” modifies all numerical values ​​provided herein.

[0034] In the following description, some exemplary embodiments of the invention will be described in detail with reference to the accompanying drawings. When adding reference numerals to the components of each drawing, it should be noted that even if the same or equivalent components are shown in other drawings, they are indicated by the same reference numerals. Furthermore, in describing exemplary embodiments of the invention, detailed descriptions of well-known features or functions will be omitted to avoid unnecessarily obscuring the spirit of the invention.

[0035] In describing components according to exemplary embodiments of the present invention, terms such as first, second, "A", "B", (a), (b), etc., may be used. These terms are intended only to distinguish one component from another, and they do not limit the nature, sequence, or order of the components. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Terms defined in commonly used dictionaries are to be interpreted as having the same meaning as in the context of the relevant field and are not to be interpreted as having an ideal or overly formal meaning, unless expressly defined in this application.

[0036] In the following text, reference will be made to Figures 1 to 6 The exemplary embodiments of the present invention will be described in detail below. Figure 1 This is a block diagram illustrating the construction of a vehicle system including an automatic controller according to an exemplary embodiment of the present invention. (Refer to...) Figure 1According to an exemplary embodiment of the present invention, the vehicle controller 100 may include: a communication device 110, a memory 120, a display 130, a processor 140, and an alarm device 150.

[0037] The communication device 110 can be a hardware device implemented using various electronic circuits to send and receive signals via wireless or wired connections. In an exemplary embodiment of the invention, the communication device 110 can be configured to perform inter-vehicle communication via Controller Area Network (CAN) communication, CAN Flexible Data Rate (CAN FD) communication, Local Internet of Things (LIN) communication, Ethernet communication, etc. The communication device 110 can include various communication units, such as mobile communication units, broadcast receiving units (e.g., Digital Multimedia Broadcasting (DMB) modules, or handheld digital video broadcasting (DVB-H) modules), short-range communication units (e.g., ZigBee modules or Near Field Communication (NFC) modules, where the NFC module is a Bluetooth module), and Wi-Fi units for communicating with external devices such as server 20 and external diagnostic devices. Here, CAN communication can be a network system for the vehicle developed to provide digital serial communication between various measurement and control devices in the vehicle. The CAN data bus can be used for data transmission and control between ECUs.

[0038] The communication device 110 according to an exemplary embodiment can be configured to conduct bidirectional communication between the vehicle and remote vehicles, between the vehicle and road infrastructure, and between the vehicle and pedestrians, and to continue sharing, sending, and receiving data with all elements including the vehicle and vehicles around the vehicle (e.g., in the vicinity of the vehicle). The communication device 110 itself can be installed in the vehicle, or the communication device 110 can be configured to have a V2X communication terminal including the communication device 110 in contact with the vehicle. Therefore, vehicle-to-vehicle (V2V) communication and vehicle-to-infrastructure (V2I) communication can be performed, and autonomous driving to a predetermined destination can be achieved using vehicle sensors and driving control functions included in the vehicle. Here, vehicle sensors can include at least one of a Global Positioning System (GPS) sensor, a gyroscope sensor, or an accelerometer sensor. In other words, the communication device 110 can support autonomous driving services by connecting to infrastructure information added via V2X communication functionality.

[0039] Accordingly, the communication device 110 can support WAVE (Wave-Ahead Wireless Access) communication technology for V2X communication functions, or it can support communication technology based on the 3rd Generation Partnership Project (3GPP) Long Term Evolution / New Radio (LTE / NR) system. For reference, WAVE communication is a modified version of IEEE 802.11a WLAN technology. WAVE communication features a dedicated 5.9 GHz frequency band, a channel frequency bandwidth of 10 MHz, and a maximum data rate of 27 Mbps. It also features collision-avoidance carrier sense multiple access (CSMA / CA) for wireless channel access and includes the IEEE 802.11p physical layer and the 1609 communication stack.

[0040] Furthermore, when supporting 3GPP systems, the communication device 110 may include LTE eV2X and 5G V2X communication technologies based on LTE V2X (version 14). V2X communication may include: vehicle-to-vehicle (V2V) communication involving LTE / NR communication between vehicles; vehicle-to-pedestrian (V2P) communication involving LTE / NR communication between a vehicle and a human-carried terminal; and vehicle-to-infrastructure / network (V2I / N) communication involving LTE / NR communication between a vehicle and a roadside unit / network. V2X communication also features improved network scalability in V2I communication by utilizing Orthogonal Frequency Division Multiple Access (OFDMA) radio access. In other words, V2X communication can have the advantage of extending cell coverage through 3GPP network systems.

[0041] Furthermore, there are no limitations on the multiple access techniques used in the wireless communication systems employing exemplary embodiments of the present invention. For example, various multiple access techniques can be utilized, such as Code Division Multiple Access (CDMA), Time Division Multiple Access (TDMA), Frequency Division Multiple Access (FDMA), Orthogonal Frequency Division Multiple Access (OFDMA), Single-Carrier FDMA (SC-FDMA), OFDM-FDMA, OFDM-TDMA, and OFDM-CDMA. Additionally, Time Division Duplex (TDD) mode, which transmits data at different times, or Frequency Division Duplex (FDD) mode, which transmits data at different frequencies, can be used in uplink or downlink transmissions.

[0042] The memory 120 can be configured to store downloaded data for vehicle wireless updates, which is received from the server 20 via the communication device 110. Therefore, the memory 120 can be configured to store, manage, or update information about the road and the road environment, such as the vehicle's location, road information, and bus stops, via vehicle sensors installed in the vehicle and the server 20. Furthermore, the memory 120 can be configured to store user-set destination information, currently discovered route information, etc. Additionally, according to an exemplary embodiment of the invention, the memory 120 can be configured to receive, store, manage, or update information for each communication system used for V2X communication via a communication server.

[0043] Alternatively, memory 120 can be configured to store or manage data via a server that supports data from various input sensors to support autonomous driving, road information, communication information, etc. Furthermore, memory 120 can be configured to store communication information and V2I / N information for V2X services. Additionally, memory 120 can be configured to store at least one of the following: network load, vehicle power status, battery status, or the estimated time for transmitting remaining ROM data, as determined by processor 140.

[0044] The memory 120 may include at least one type of storage medium, such as flash memory, hard disk memory, micro memory, card memory (e.g., security digital (SD) card or extreme digital (XD) card), random access memory (RAM), static RAM (SRAM), read-only memory (ROM), programmable ROM (PROM), electrically erasable PROM (EEPROM), magnetic RAM (MRAM), magnetic disk, and optical disk.

[0045] Display 130 can be operated by processor 140 to display a screen for allowing user authentication to perform over-the-air updates for the vehicle. Display 130 can be implemented as a head-up display (HUD), a combined instrument panel, an audio-visual navigation (AVN), etc. Furthermore, display 130 can include at least one of liquid crystal display (LCD), thin-film transistor LCD (TFT-LCD), light-emitting diode (LED) display, organic LED (OLED) display, active-matrix OLED (AMOLED) display, flexible display, curved display, and / or three-dimensional (3D) display. Some of these can be implemented as transparent displays, configured to be transparent or semi-transparent to allow the outside to be seen. Additionally, display 130 can be implemented as a touchscreen including a touchpad, which will function as an input device in addition to being an output device.

[0046] The processor 140 can be electrically connected to the communication device 110, memory 120, display 130, alarm device 150, etc., and the processor 140 can be configured to electrically operate the various components. The processor 140 can be a circuit configured to execute software instructions and perform various data processing and calculations described below.

[0047] As described above, according to an exemplary embodiment of the present invention, processor 140 may be configured to: utilize vehicle sensors located at the front and rear of the vehicle to identify surrounding information for predicting objects / road conditions or congestion levels around the vehicle, and identify the road congestion level of the vehicle predicted using vehicle sensors and an external server, thereby operating equipment for vehicle guidance services. Furthermore, processor 140 may be configured to manage, delete, or update information for processing wireless communication data and application data according to necessary V2X services.

[0048] In other words, when supporting V2X services via navigation devices and user communication devices included in the vehicle, considering the location information about the vehicle and adjacent vehicles provided by the communication system server and the corresponding telematics server, the processor 140 can be configured to perform position correction of adjacent vehicles and display guidance and warnings for predicting road conditions based on the corrected position, thereby performing emergency rescue and vehicle control functions for driver safety.

[0049] When a screen for user-granted permission is displayed on display 130, alarm device 150 can be configured to output a notification to the user for approval. Alternatively, alarm device 150 can be configured to provide driving guidance (e.g., route reset for congestion levels or alarms for congestion levels) and provide various information for V2X services for traffic safety, etc.

[0050] Figure 2 This is a block diagram illustrating a V2X service system according to an exemplary embodiment of the present invention. (Refer to...) Figure 2 A vehicle according to an exemplary embodiment of the present invention may include multiple electronic control units (ECUs). ECUs can communicate with internal / external systems to enhance user safety and provide various convenient functions. ECUs may be configured as airbag control units (ACUs), engine control units (ECUs), transmission control units (TCUs), brake control units (BCUs), or on-board diagnostics (OBD), etc. As described above, ECUs can be configured to connect internal components to external systems by performing CAN communication and Ethernet (internal protocol), i.e., by utilizing various protocols suitable for the characteristics of each system. Furthermore, ECUs may be equipped with software for performing various services of the vehicle.

[0051] Specifically, with the development of V2X communication services for intelligent transportation services, the vehicle system according to an exemplary embodiment of the present invention can connect with intelligent vehicles, infrastructure, back-end servers, etc., based on wired / wireless networks to share information through data exchange and support intelligent transportation system (ITS) services that ensure safety, improve traffic efficiency, and provide convenience to users. Accordingly, based on communication in the system via the communication ECU 200, the vehicle system can provide users with various services (e.g., traffic information and map information) and driving or braking (driving or braking are basic control functions of the vehicle), and can connect with intelligent devices through various wireless network systems to provide V2X services (e.g., real-time road information or remote vehicle control).

[0052] Therefore, a vehicle system according to an exemplary embodiment of the present invention can be configured as a system that individually includes a communication ECU 200 for processing V2X messages and an application (AP) ECU 250 for performing V2X application functions. The communication ECU 200 can be configured to segment and process wireless signals transmitted from different communication systems into physical layer signals or upper layer signals based on appropriate communication technologies, generate V2X communication messages for the vehicle based on the processed signals, and send the generated V2X communication messages to the AP ECU to implement corresponding V2X services, thereby enabling the corresponding application to process various forms of V2X communication messages. In other words, the vehicle system may include a communication ECU 200 and an AP ECU 250, whereby the communication ECU 200 processes V2X communication signals from various wired / wireless communication systems (e.g., Global Positioning System (GPS), Telematics Communication System, Wi-Fi Communication System, and 3GPP System), and the AP ECU 250 processes V2X application data in a segmented manner according to each system to form a detachable V2X system.

[0053] Here, the communication ECU 200 may include a signal processor 220, which processes signals transmitted and received via GPS, telematics communication systems, Bluetooth communication systems, USB communication systems, Wi-Fi communication systems, WAVE communication systems, and / or LTE / 5G communication systems. The signal processor 220 may be configured as a module to process system signals according to each system, or it may be integrated into a single processor to process system signals.

[0054] As an example, signal processor 220 may be implemented to include a GPS receiver. Therefore, signal processor 220 may be configured to receive signals transmitted from three or more GPS satellites to determine the position between the satellites and the receiver. In other words, when measuring the time difference between signals transmitted from satellites and signals received from the receiver, signal processor 220 may be configured to obtain the distance between the satellites and the receiver. Specifically, information about the satellite positions may be included in the transmitted signals.

[0055] In other words, when the distance to at least three satellites and the position of each satellite are known, the signal processor 220 can be configured to calculate the position of the receiver (i.e., the vehicle itself) using methods such as trilateration. Furthermore, the signal processor 220 may include a telematics receiver. Therefore, when a user's information request occurs via a computer installed in the vehicle, the signal processor 220 can be configured to send the information request to a telematics server. Thereafter, the signal processor 220 can be configured to receive information collected from a telematics provider using GPS and wireless communication technologies, and provide the received information as user information. Furthermore, according to an exemplary embodiment of the invention, the signal processor 220 can be configured to perform signaling of BSM messages or V2X messages transmitted from Wi-Fi, WAVE, and LTE / 5G communication systems.

[0056] Here, the communication ECU 200 according to an exemplary embodiment of the present invention can be implemented by adding only V2X communication functionality according to the wireless communication system to be applied, in order to increase the reusability of the existing communication system and enhance the utilization of other communication functions. Specifically, for ease of description, it will be described as an example of V2X-WiFi coexistence. Therefore, the communication ECU 200 may include a lower WAVE layer, a WAVE network layer, and a middleware layer 240; the lower WAVE layer is used to process wireless signals transmitted from external / internal GPS, telematics, and Wi-Fi devices 220, as well as V2X service messages received through external communication networks; the WAVE network layer is used to perform signal transmission of the lower WAVE layer and process upper-layer data; the middleware layer 240 is used to process internal communication data and wireless communication data in the vehicle.

[0057] Therefore, AP ECU 250 can be configured to add corresponding V2X message processing functions to V2X application 260 to process V2X service messages transmitted from communication ECU 200, advanced driver assistance system (ADAS) 270 and autonomous driving-related applications with high V2X utilization, thereby simplifying the structure of the application system and improving the utilization of the same information.

[0058] As described in an exemplary embodiment of the present invention, V2X services may include communication between the local vehicle and remote vehicles, and may wirelessly communicate between vehicles via a communication ECU 200 installed in the local vehicle. Therefore, the communication ECU 200 may connect to external devices based on GPS, telematics communication systems, Bluetooth communication systems, USB communication systems, Wi-Fi communication systems, WAVE communication systems, and LTE / 5G communication systems to perform communication processing for entertainment services, firmware updates, and remote start, emergency calls, and autonomous driving services. In other words, the local vehicle and remote vehicles may be configured to communicate with each other to send or receive BSM messages including location information and driving information.

[0059] Therefore, both the local and remote vehicles can provide various services (e.g., road information notifications and vehicle information notifications) to exchange information about accidents and driver attention. For example, there can be many more information items, such as roadside information and obstacle notifications, road construction notifications, intersection signal (condition) information notifications, remote vehicle information notifications, emergency vehicle (ambulance or fire truck) approach notifications, real-time traffic information collection and toll collection services, pedestrian notification services, and protected area notifications—all of which are V2X services.

[0060] Furthermore, when using mobile communication networks such as LTE / NR systems for vehicle communication, utilizing mobile communication networks beyond vehicle-to-vehicle directional communication to transmit more data can solve the problem of limited communication coverage, thereby supporting various services in image services and high-bandwidth complex scenarios, such as autonomous driving, platooning, and cooperative driving. Combined with vehicle platooning services, multiple vehicles dynamically form a group, and extended sensors can be applied to technologies for collecting and exchanging data obtained from sensors or video images. Additionally, advanced driving can be technologies for fully or semi-autonomous vehicle operation. Furthermore, remote driving can be technologies for remotely controlling vehicles, as well as technologies for providing applications for operating vehicles.

[0061] Figure 3 This is a schematic diagram illustrating in detail the components of a vehicle communication system for V2X services according to an exemplary embodiment of the present invention. (Refer to...) Figure 3 The communication ECU 300 may include: a V2X message sending and receiving device 310, a communication protocol unit 314, a communication security unit 312, a congestion control unit 316, a V2X chip 318, etc., which have the function of processing signals of wireless communication systems used to support V2X services.

[0062] V2X chip 318 can be configured to transmit and receive V2X message information transmitted and received via V2X antenna 305 in the form of wireless communication. In an exemplary embodiment of the invention, WAVE communication is described as an example for ease of description. Therefore, a WAVE modem chip can be used for V2X chip 318. Furthermore, V2X antenna 305 can refer to a device configured to receive V2X wireless signals according to an exemplary embodiment of the invention, which may include a wireless antenna installed in the vehicle that receives the corresponding V2X signal.

[0063] As an example, when based on a wireless communication system, V2X user equipment (UE) can be configured to exchange its own state information via sidelinks and exchange information for corresponding services with infrastructure nodes and / or pedestrians. V2X services may require meeting QoS requirements for low latency and high reliability. Specifically, to meet these QoS requirements, access stratum (AS) level QoS management may be required. AS-level information may include at least one of UE performance, QoS-related information, radio bearer configuration, or physical layer configuration.

[0064] Therefore, the V2X message sending and receiving device 310 can be configured to receive and manage messages from the physical layer or upper layer, etc., used to support V2X services received via the communication ECU, and can be configured to receive and manage communication information required from a service perspective. V2X messages can be managed in the form of a message list based on the application layer. The position correction controller 372 can be configured to reflect the vehicle's position information and positioning information about remote vehicles based on information received from the message management device 370.

[0065] Therefore, the Ethernet / CAN processor 346 and the Ethernet / CAN driver 348 can be configured to transmit the identified vehicle location information and V2X service messages to the AP ECU 350 via Ethernet or CAN communication under the communication protocol between ECUs implemented in the vehicle.

[0066] The AP ECU 350 may include a V2X service determination device 360, a remote vehicle classifier 374, a position correction controller 372, a message management device 370, etc., wherein the V2X service determination device 360 ​​is configured to determine V2X services. Furthermore, V2X information based on the determined V2X service can be selectively output, or in a fixed form within the system, to meet user needs (see reference numeral 380). V2X service information can be shared with the ECUs of the systems that fulfill the corresponding services.

[0067] Therefore, a middleware layer or V2I application layer can be set up for V2I message management, TC (Target Classification), etc. Here, in conjunction with V2X / I messages, the V2X information output device 380 can be configured to send Detected Vehicle Data (PVD) messages, which are the vehicle's status information, to the central system via the roadside unit. The central system can be configured to provide various services to the vehicle by sending map data, Traveler Information Messages (TIM), and Maritime Service Radio Technical Committee (RTCM) messages. Traveler Information Messages are guidance messages such as road segment information and speed limits, while Maritime Service Radio Technical Committee (RTCM) messages are accurate positioning correction messages. Furthermore, the roadside unit can be configured to send Roadside Alerts (RSA) and Signal Phase and Timing (SPaT) to the vehicle to guide safe driving. The Roadside Alerts (RSA) are road hazard information collected by the support system, and the Signal Phase and Timing (SPaT) are traffic signal status messages. V2X information output device 380 may include AVN system, ADAS system, instrument cluster system or driver communication terminal.

[0068] As described above, the communication ECU 300 and AP ECU 350 may include functions for processing / classifying and managing V2I messages to support V2X services. In other words, position correction for V2X services may include estimating remote vehicle (RV) location information (e.g., longitude, latitude, direction of travel) based on the current time. The message list may include functions for establishing synchronization between the communication control unit (CCU) and the ADAS_DRV to perform the generation, updating, or discarding of the V2I message list. In other words, each of the communication ECU 300 and AP ECU 350 configured according to the V2X service may be configured to identify message sets for efficient and accurate processing of V2X messages, and may require means for performing message processing / classification and management for efficient and accurate processing of V2X messages. As described above, the communication ECU 300 and AP ECU 350 according to an exemplary embodiment of the present invention may be configured to perform Ethernet or CAN communication. Therefore, it is necessary to define the data sent and received for V2X services between the CCU and the ADAS_DRV installed in the vehicle.

[0069] Accordingly, in an exemplary embodiment of the present invention, Ethernet-based data transmission and reception messages are defined, and the characteristics of such messages will be described. Table 1 below discloses messages transmitted and received between a communication ECU and an AP ECU via Ethernet according to an exemplary embodiment of the present invention. Here, RV list represents a list of remote vehicles, and LPH represents a local location handler.

[0070] Table 1

[0071]

[0072]

[0073] As shown in Table 1 above, the Ethernet message sending and receiving according to an exemplary embodiment of the present invention has the following sending requirements, and they can be applied together.

[0074] All messages are sent at 100ms intervals.

[0075] Although the sending type is event, the period remains at 100ms.

[0076] Here, P refers to periodic transmission.

[0077] - The message sending time for each message is the time when the data is sent to the Ethernet, not the time when the data is generated.

[0078] - The valid count for each message is incremented by 1 each time it is sent, and reset to 0 if it exceeds the maximum value.

[0079] - All signal descriptions are consistent with the V2X message standard (J7235) (unavailable, invalid, etc.).

[0080] Here, the "unavailable / invalid" signal, which is not defined in the V2X messaging standard (J7235), is sent with a value of "0".

[0081] The requirements for sending the RV list will be described as follows. Here, when the vehicle's status is "ignition on," the vehicle is in motion, and when the vehicle's status is "ignition off," the vehicle is in a parked state.

[0082] - After ignition is started, send LPH and send the RV list message.

[0083] - After ignition is turned off, stop sending LPH and stop sending RV list messages.

[0084] - Always send a list of all RVs, regardless of whether RVs exist or how many RVs there are.

[0085] All signals not listed as RV are reset to the value "0" before being sent.

[0086] -RV list messages use the same signaling as BSM received messages.

[0087] The RVNums value in the -RV list message refers to the actual number of RV lists managed.

[0088] Although the number of RVs is greater than 10, the RVNums value refers to a number greater than 10.

[0089] - Select 10 vehicles from the RV list based on priority specifications, choosing those with the highest priority.

[0090] - RV information with security issues will not be sent to the list.

[0091] Here, you can refer to the following example to set the method for prioritizing the selection of the RV list. For example, when the number of RVs in the RV list is greater than the number that can be transmitted (10), a description of sending only 10 RVs will be provided according to the following rules.

[0092] - A vehicle with priority 1, located in front of this vehicle, experiences an event at a relatively close distance to this vehicle.

[0093] - A vehicle of priority 2 is located in front of this vehicle and has not experienced any incidents of being relatively close to this vehicle.

[0094] - A vehicle of priority 3, located behind this vehicle, experiences an event at a relatively close distance to this vehicle.

[0095] - A vehicle of priority 4, located behind this vehicle, has not experienced any incidents of being relatively close to this vehicle.

[0096] The requirements for sending Passenger Information Messages (TIMs) are described below.

[0097] - After ignition is started and a V2I TIME message is received, a TIM message is sent.

[0098] - Stop sending TIM messages after ignition is turned off or when no V2I TIM message is received.

[0099] -TIM messages are sent as events, but the sending timing is the same as LPH / RV list messages, and the sending period is fixed at 100ms.

[0100] - When only one V2I TIME message is received within 100ms, the corresponding TIM message will be sent only once in the next Ethernet transmission cycle.

[0101] - When two or more V2I TIM messages are received within 100ms, the TIM messages are sent sequentially in each Ethernet transmission cycle after the reception.

[0102] - When a new V2I ​​TIM message is received before all previously received TIM messages have been sent, the new TIM message is sent after all previously received TIM messages have been sent.

[0103] When multiple TIM messages are received, they will be sent in the order they were received.

[0104] - When 10 or more TIM messages are received, only 10 buffers are managed, and no more than 10 messages are sent.

[0105] Signal phase and timing (SPAT) / MAP transmission requirements can be defined as follows.

[0106] - After ignition is started and a V2I SPAT / MAP message is received, a SPAT / MAP message is sent.

[0107] - Stop sending SPAT / MAP messages after ignition is turned off or when no SPAT / MAP message is received.

[0108] -SPAT / MAP messages are sent as events, but the timing of the sending is the same as that of LPH / RV list messages, and the sending period is fixed at 100ms.

[0109] - A SPAT message is sent whenever a V2I SPAT message is received, while a MAP message is sent only once, regardless of whether a V2I MAP message is received.

[0110] - A message is sent only when SPAT and MAP messages with the same intersection ID exist, i.e., only when SPAT and MAP messages form a pair.

[0111] - When two or more V2I SPAT / MAP messages are received within 100ms, SPAT / MAP messages are sent in pairs sequentially in each Ethernet transmission cycle after reception.

[0112] The V2I message list function configured in the communication ECU and AP ECU can be configured to synchronize the message lists used between the communication ECU module and the AP ECU module, so that the same conditions are applied to the application when the ignition is turned off / on as before the ignition was turned off. By performing this synchronization, continuous operation can be performed without delay.

[0113] As an example, TIM messages for road construction segment information and SPAT / MAP messages for traffic signal information can be managed within V2I messages. Essentially, a list of V2I messages is added based on the vehicle's location and the direction of travel (the probability of an event). When the vehicle passes the corresponding event location, the corresponding V2I message is removed from the list. The services associated with V2I messages are as follows:

[0114] 1) Real-time traffic information collection and service provision

[0115] The vehicle's onboard unit (OBU) can be configured to transmit vehicle status, location, and driving information via roadside units to a central system for storage, which serves as a backend server. The central system can then be configured to provide a service for sending processed traffic information to remote vehicles, enabling them to quickly identify road conditions.

[0116] 2) Paid services

[0117] The toll collection service can be configured to collect tolls while the vehicle maintains its speed, which differs from existing services that require vehicles to stop and slow down at toll booths to pay tolls.

[0118] 3) Roadside information and obstacle notification service

[0119] Roadside information and obstacle notification service is a service in which roadside units can be configured to provide remote vehicles with advance information on safe driving and conditions regarding potential threats (such as road cracks, road icing, or obstacles, as well as real-time unexpected situations).

[0120] 4) Roadwork Notification Service

[0121] A roadwork notification service is a service in which roadside units can be configured to provide remote vehicles with information on ongoing roadworks (e.g., road construction or cleaning) on ​​the road.

[0122] 5) Intersection signal information notification service

[0123] The intersection signal information notification service is a service in which roadside units can be configured to output intersection signal information notifications to vehicles passing through an intersection, thereby preventing potential collisions and traffic signal violations.

[0124] 6) Nature Reserve Notification Service

[0125] The protected area notification service is a service in which roadside units installed on protected areas (such as school zones or silver zones) can be configured to send speed limits and protected area information to remote vehicles to guide drivers to drive safely.

[0126] 7) Pedestrian Notification Service

[0127] Pedestrian notification service is a service in which roadside units can be configured to detect pedestrians or bicycles around intersections or crosswalks and provide information to remote vehicles to guide drivers to avoid collisions and improve vehicle and driving safety.

[0128] Therefore, the list of corresponding V2X messages can be stored in the navigation (NV) memory for immediate use when the system is turned on / off.

[0129] 1) TIM List: Manage TIM messages received from CCU as events in the list, and provide the managed list to V2X services.

[0130] - The TIM list uses a buffer management list, and the number of buffers is N.

[0131] The list is created, updated, deleted, stored, and managed in memory as required.

[0132] 2) SPAT / MAP list: Manage SPAT / MAP messages received from CCU in an event-based manner in the list, and provide the managed list to V2X services.

[0133] -Using a buffer management list, the SPAT / MAP list has N buffers.

[0134] The list is generated, updated, deleted, and managed as required.

[0135] In addition, TIM list management will be described as follows.

[0136] 1) Using the FurtherInfoID (signal name: V2X_TIM_01_FurtherInfoID) data, the event information received using TIM messages is classified into different events.

[0137] - When a TIM message with a FurtherInfoID that does not exist in the list is received, the received TIM message is registered in the list as a new event information.

[0138] - When a TIM message with the same FurtherInfoID as the list is received, the received TIM message is updated to the new TIM message in the list.

[0139] 2) If an event in the list is not updated with new TIM information within the specified time t1, it is removed from the list. Here, t1 can be set to 3600.0s.

[0140] If no TIM message with the same FurtherInfoID as the one in the list is received within a specific time t1, the event information for FurtherInfoID is removed from the list.

[0141] SPAT / MAP list management will be described as follows.

[0142] 1) Crossroad information is used to manage SPAT messages and MAP messages as a pair based on the crossroad ID value.

[0143] - When SPAT and MAP messages with the same intersection ID are received, register them as new intersection information in the list.

[0144] - When SPAT messages and MAP messages with different intersection IDs are received, they are not registered in the list as new intersection information.

[0145] 2) Using intersection ID data, the intersection information received using SPAT or MAP is classified into different intersections.

[0146] - When a SPAT and MAP message with a crossroads ID that does not exist in the list is received, the received SPAT and MAP message is registered in the list as new crossroads information.

[0147] - When a SPAT and MAP message with the same intersection ID as the list is received, the received SPAT and MAP message is updated in the list with the new SPAT and MAP message.

[0148] 3) If the intersection information in the list is not updated with new SPAT and MAP information within the specified time t1, it is removed from the list. Here, t1 can be set to 10.0s.

[0149] - If no SPAT or MAP message with the same intersection ID as the list is received within a specific time t1, remove the intersection information with the intersection ID from the list.

[0150] Here, the intersection ID can be defined as 1) Area ID (signal name: V2X_SPAT_01_Area ID, V2X_MAP_01_Area ID) and 2) Internal ID (signal name: V2X_SPAT_01_Internal ID, V2X_MAP_01_Internal ID). Furthermore, the V2X system according to an exemplary embodiment of the present invention may include a position correction function. This is to compensate for the position of messages used in the application, which are inherently implemented for detachable development. Accordingly, a position correction module can be implemented at the application's AP to correct the corresponding module each time, taking communication delays into account.

[0151] 1) Compensate for the time delay of the data stream to estimate the position of the vehicle (HV).

[0152] -Time Delay

[0153] ① The HV positioning module of the communication ECU and the transmitting device of the communication ECU: identify the time delay between the time when the HV position is generated and the time when the communication data is generated. This is sufficient to perform the existing functions.

[0154] ② The position correction module of the AP ECU's transmitting device in the communication ECU: identifies the time delay caused by ETH transmission and reception. This can be configured as an additional function for the detachable system.

[0155] The CCU-ETH handler ~ DRV-AP: A method for measuring and reporting Ethernet transmit and receive delay values ​​is applicable to the initial version. The reporting method can be defined later. Therefore, before defining the reporting method, the estimated or experimentally derived values ​​of the Ethernet transmit and receive delays can be determined as T. Here, T can be used by defining a specific constant value that remains unchanged.

[0156] 2) Compensation is provided based on the time delay of the data stream and the omission of remote vehicle (RV) data reception to estimate the location of the RV.

[0157] -Time Delay

[0158] ① The RV positioning module of the communication ECU and the transmitting device of the communication ECU: identify the time delay between the time when the RV position is generated and the time when the ETH communication data is generated. This is sufficient to perform the existing functions.

[0159] ② The position correction module of the AP ECU's transmitting device in the communication ECU: identifies the time delay caused by ETH transmission and reception. This can be configured as an additional function for the detachable system.

[0160] The CCU-ETH processing program ~ DRV-AP: A method for measuring and reporting Ethernet transmit and receive delay values ​​is applicable to the initial version. The reporting method can be determined later. Therefore, before defining the reporting method, the estimated or experimentally derived values ​​of the Ethernet transmit and receive delays can be defined as T. Here, T can be used by defining a specific constant value that remains unchanged.

[0161] - Missed reception: The position correction function should be performed considering situations where RV information is not periodic and communication is interrupted.

[0162] Figure 4A and Figure 4B This is a schematic diagram illustrating the function of performing position correction according to another embodiment of the present invention. Specifically, Figure 4A and Figure 4B The position of the vehicle is shown according to another exemplary embodiment of the present invention, and a position correction function is performed.

[0163] Compare Figure 4A and Figure 4B As an example, Figure 4A and Figure 4B The difference is that, Figure 4A This illustrates a situation where the position correction function is not available because RV information was not received when communication was lost between t = 0.1s and 0.2s. Figure 4B The diagram illustrates the prediction of reception omissions and the estimation and correction of the RV's position according to another exemplary embodiment of the invention. Therefore, another exemplary embodiment of the invention may further include a position compensation function that corrects and provides the positions of the HV and RV by referencing the communication delay between the communication ECU and the AP ECU, which are configured as separate units, and the data reception omissions. In other words, another exemplary embodiment of the invention may be configured to predict communication delay values ​​between internal units and compensation values ​​for data reception omissions, and to provide the results of the position correction on the AP ECU's display, thereby enhancing user satisfaction and providing a more reliable V2X service.

[0164] Figure 5 This is a block diagram schematically illustrating an audio-video navigation (AVN) system for V2X communication services according to an exemplary embodiment of the present invention. (Refer to...) Figure 5 When the AVN ECU 550 operates with the performance of an AP ECU supporting a V2X communication system, the AVN ECU 550 can be configured to provide image information to the user using V2X information. For example, according to an exemplary embodiment of the invention, since the communication ECU and the AP ECU are formed separately, software (SW) supporting V2X services can be additionally configured in the previously configured AP ECU.

[0165] Because the V2X application area is implemented via the AVN ECU 550, the cost of developing a system for implementing a standalone V2X AP can be reduced, and the V2X service is more efficient than existing systems. In other words, since the V2X communication module and APSW are configured to operate in different ECUs, the corresponding V2X system can be adaptively implemented according to the necessary services. Specifically, the APN can be configured to receive the vehicle's position detected using GPS sensors, gyroscope sensors, accelerometers, etc., and can be configured to receive the route to the destination set by the user from a telematics server. In this case, in other words, the user can use a telematics service that can send and receive various information in real time via mobile communication, the Internet, or a navigation system based on the vehicle's sensors to determine and respond to various road traffic information, including traffic conditions, and can receive vehicle safety, security, diagnostic, communication, navigation, and personalized information services for the user. Since the area that can process such V2X communication messages and the AP processing area can be separated, the navigation AP can be configured to display additional information on its display and output that additional information as audio guidance through its speaker.

[0166] Here, the traffic information center can be configured to collect and transmit various traffic information, conduct comprehensive analysis of traffic conditions and management, observe road traffic flow, accidents, or congestion, such as unexpected situations like road construction or street demonstrations, and provide users with real-time road and traffic information. Traffic information can be collected using CCTV video, real-time signal control systems, detectors, GPS, traffic operators, traffic police, and all-call systems. The collected traffic information can be analyzed and processed by advanced automated processing systems to provide real-time information via the internet, television, radio, guidance telephones, guidance service applications, etc. Data from such V2X APs can be displayed via AVN APs. Therefore, to safely and conveniently maintain vehicles using vehicle location information detected by AVN APs and wireless communication networks, route guidance can be provided to vehicle passengers, traffic information can be provided, and users can be offered security and convenience services such as emergency recovery information and infotainment services such as the internet, movies, or games.

[0167] Figure 6 This is a block diagram illustrating multiple V2X application systems for supporting V2X communication according to an exemplary embodiment of the present invention. (Refer to...) Figure 6 The communication ECU 600, used to process V2X communication signals from GPS, telematics, and Wi-Fi-based WAVE systems and 3GPP systems, can be configured to send and receive V2X messages using AP systems 610, 620, and 630 to support V2X services.

[0168] ADAS system 620 may include V2X application device 622, sensor fusion unit 624, and autonomous driving system 626. ADAS system 620 can be configured to identify V2X information received from V2X communication vehicles traveling on the road, V2X infrastructure, terminals on other vehicles, etc., based on V2X messages received from communication ECU 600, to assist the accelerator and brake pedals and steering of the vehicle in motion, and to provide driving services to the driver more efficiently. For example, a vehicle A in motion can maintain its speed by reflecting V2X information received from nearby vehicles B and C, referring to the speed set by the driver on the highway, a predetermined distance between vehicles, and the speed limit of the road. It can also be configured to perform semi-autonomous driving, reducing speed when vehicle A is in a safe section of road, or reducing speed and driving smoothly and safely on curved roads according to pre-determined curves.

[0169] Furthermore, since the received V2X messages and information are reflected in the AVN system 610, various information such as traffic congestion information, safe driving information, and fuel price information can be provided through the user interface via the V2X application layer 612. As an example, when road construction or hazardous situations are predicted ahead of the vehicle, the communication ECU 600 can connect with an emergency service center, which has previously coordinated with the navigation / rearview mirror system 614 to notify surrounding vehicles of emergency assistance requests.

[0170] Alternatively, the communication ECU 600 can support portable devices to connect wirelessly via Wi-Fi in the vehicle to share road conditions and emergency situations. Such V2X messaging can be supported in various media formats based on the capabilities of the AVN system 610. In other words, V2X messaging can be provided via information about various media such as radio, DMB, audio / MP3 / video CDs, DVDs, and AUX, and this V2X messaging can be compatible with USB or Bluetooth streaming audio. Alternatively, the same V2X information can be shared with user terminals in the rear seats of the vehicle via a rear-seat entertainment system (RSE).

[0171] Furthermore, V2X messages can be displayed on the integrated dashboard system 630, i.e., on the dashboard in the vehicle. Existing dashboards indicate simple numerical values, such as vehicle speed and RPM, or only warning light information. However, vehicles such as V2X smart cars, connected cars, and autonomous vehicles according to exemplary embodiments of the present invention can be configured to display the operating status of various functions (such as autonomous driving and lane keeping assist functions), as well as various information (e.g., distance to the vehicle ahead, pedestrian recognition, and vehicle approach warning). In other words, the screen configuration can be freely changed according to the V2X information set by the user and the message importance through the digital integrated dashboard system via V2X messages. Alternatively, the digital integrated dashboard system can be configured to selectively apply only the information needed by the driver.

[0172] Exemplary embodiments of the present invention can implement a communication ECU for handling V2X communication and an ECU for handling application functions separately, thereby reducing the cost of manufacturing a V2X system (i.e., for implementing a V2X system). In other words, the communication ECU and the application ECU can be divided and modularized to facilitate the diversity and portability of the V2X system.

[0173] Furthermore, since autonomous driving performance can be enhanced by developing V2X functions for ADAS and autonomous driving, the software used to handle V2X functions in existing systems can be updated to support the corresponding services. For example, with the development of communication technologies for providing information about IC / JC junction sections and processing toll plaza information and information such as variable lanes and parking warnings, and with the development of V2X functions for processing the corresponding information, V2X services can be supported more efficiently.

[0174] Figure 7 This is a block diagram illustrating a computing system according to an exemplary embodiment of the present invention. (Refer to...) Figure 7 The computing system 1000 may include at least one processor 1100, a memory 1300, a user interface input device 1400, a user interface output device 1500, a storage device 1600, and a network interface 1700 interconnected via a bus 1200.

[0175] Processor 1100 may be a central processing unit (CPU) or a semiconductor device, and is configured to process instructions stored in memory 1300 and / or storage device 1600. Memory 1300 and storage device 1600 may include various types of volatile or non-volatile storage media. For example, memory 1300 may include ROM (Read-Only Memory) and RAM (Random Access Memory). Therefore, the operation of the methods or algorithms described in conjunction with the exemplary embodiments disclosed herein can be directly implemented as hardware, a software module executed by processor 1100, or a combination of both. The software module may reside on the storage medium (i.e., memory 1300 and / or storage device 1600), such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, and CD-ROM.

[0176] The exemplary storage medium can be connected to the processor 1100, which can read information from and record information on the storage medium. Alternatively, the storage medium can be integrated with the processor 1100. The processor 1100 and the storage medium can reside in an application-specific integrated circuit (ASIC). The ASIC can reside in the user terminal. In another scenario, the processor 1100 and the storage medium can reside as separate components in the user terminal.

[0177] This technology can provide drivers using V2X communication services with more reliable supplemental information. In other words, this technology can be configured to adaptively operate the system by separately processing wireless communication information and V2X data through the operation of the V2X communication device and the V2X application device. Therefore, this technology can more efficiently display V2X information on the user-selected application device. Thus, this technology can provide vehicle communication services with high user satisfaction and service reliability by providing drivers with more reliable V2X information. Furthermore, various effects directly or indirectly determined by this invention can be provided.

[0178] In the foregoing, although the invention has been described with reference to exemplary embodiments and the accompanying drawings, the invention is not limited thereto, and various modifications and alterations can be made by those skilled in the art without departing from the spirit and scope of the invention as claimed in the appended claims.

[0179] Therefore, exemplary embodiments of the invention are provided to illustrate the spirit and scope of the invention, and not to limit them, so that the spirit and scope of the invention are not limited by the embodiments. The scope of the invention should be interpreted based on the appended claims, and all technical ideas equivalent to the scope of the claims should be included within the scope of the invention.

Claims

1. A vehicle-to-everything (V2X) communication device, comprising: A communication electronic control unit configured to process messages transmitted and received in a wired or wireless manner; as well as The application electronic control unit is configured to identify messages sent and received by the communication electronic control unit via the vehicle's internal protocol and provide corresponding service information. The application electronic control unit includes a system area separate from the communication electronic control unit. The application electronic control unit and communication electronic control unit are configured to send and receive messages via Ethernet or controller area network, which are internal protocols of the vehicle. The application electronic control unit is further configured as follows: Considering the transmission time delay of vehicle-to-everything service messages sent and received from the communication electronic control unit, position correction is performed for both the local vehicle and remote vehicles.

2. The vehicle-to-everything communication device of claim 1, wherein, The communication electronic control unit is configured to communicate with a wireless access communication system for in-vehicle environments based on wireless fidelity and a Long Term Evolution / New Radio Communication System based on the 3rd Generation Partnership Project, and to conduct bidirectional communication between the vehicle and remote vehicles, between the vehicle and pedestrians, between the vehicle and road infrastructure, or between the vehicle and the network to support vehicle-to-everything services.

3. The vehicle-to-everything communication device of claim 2, wherein, The application electronic control unit is configured to recognize vehicle-to-everything (V2X) service messages sent from the communication electronic control unit and to display the V2X service messages using a corresponding application.

4. The vehicle-to-everything communication device of claim 3, wherein, The application electronic control unit includes at least one of an advanced driver assistance system, an audio-visual navigation system, and a combined instrument panel system.

5. The vehicle-to-everything communication device of claim 3, wherein, Each of the communication electronic control unit and the application electronic control unit is configured to identify, process, classify, or manage vehicle-to-everything (V2X) service messages.

6. The vehicle-to-everything communication device of claim 5, wherein, Generate, update, or discard the vehicle-to-everything service messages in list form.

7. The vehicle-to-everything communication device of claim 5, wherein, The vehicle sends the vehicle-to-everything service message at a period of 100ms, and the vehicle-to-everything service message is sent when the ignition is turned on and stops being sent when the ignition is turned off.

8. The vehicle-to-everything communication device according to claim 3, wherein, The time delay includes the delay value generated during the transmission and reception of Ethernet or controller area network communications. The delay value can be variably set by an estimated value or an experimental value.

9. The vehicle-to-everything communication device of claim 7, wherein, The application electronic control unit further includes: Considering potential omissions in the reception of vehicle-to-everything (IoT) service messages sent and received from the communication electronic control unit, position corrections are performed for both the local and remote vehicles. The reception omission occurs during the transmission and reception of Ethernet or Controller Area Network communications, and position correction is performed by predicting the compensation value for the reception omission.

10. The vehicle-to-everything communication device of claim 6, wherein, The communication electronic control unit and the application electronic control unit are configured to synchronize a list of vehicle-to-everything service messages and apply synchronization when the ignition is turned on or off.

11. A vehicle-to-everything communication method, comprising: Messages sent and received via wired or wireless means are processed by the communication electronic control unit; The electronic control unit (ECU) identifies sent and received messages via the vehicle's internal protocols and uses the corresponding application to display service information corresponding to those messages. The area for processing messages using the application and the area for displaying service information are separate system areas. The vehicle's internal protocols send and receive messages via Ethernet or controller area network (CLAN) communication. The method further includes: The application electronic control unit takes into account the transmission time delay of vehicle-to-everything service messages sent and received from the communication electronic control unit, and performs position correction for both the local vehicle and remote vehicles.

12. The method of claim 11, wherein, Message processing includes: The communication electronic control unit communicates with the in-vehicle wireless access communication system based on wireless fidelity and the Long Term Evolution / New Radio Communication System based on the 3rd Generation Partnership Project. The messages include those that support vehicle-to-everything services through bidirectional communication between the vehicle and remote vehicles, between the vehicle and pedestrians, between the vehicle and road infrastructure, or between the vehicle and the network.

13. The method of claim 12, wherein, The display includes: The application's electronic control unit identifies messages used to support the vehicle's access to everything; The electronic control unit displays vehicle-to-everything service messages on the corresponding application system.

14. The method of claim 13, wherein, The display includes: The information corresponding to vehicle-to-everything (V2X) service messages is displayed by the application electronic control unit on at least one of the advanced driver assistance system, audio-visual navigation system, and integrated instrument panel system.

15. The method of claim 13, wherein, Message processing includes: Each of the communication electronic control unit and the application electronic control unit identifies the vehicle's information on everything services; Each of the communication electronic control unit and the application electronic control unit processes, classifies, or manages vehicle-to-everything service messages.

16. The method according to claim 15, wherein, Generate, update, or discard the vehicle-to-everything service messages in list form.

17. The method according to claim 15, wherein, The vehicle sends the vehicle-to-everything service message at a period of 100ms, and the vehicle-to-everything service message is sent when the ignition is turned on and stops being sent when the ignition is turned off.

18. The method according to claim 13, wherein, The time delay includes the delay value generated during the transmission and reception of Ethernet or controller area network communications. The delay value can be variably set by an estimated value or an experimental value.

19. The method of claim 17, wherein, The display further includes: The application electronic control unit considers any omissions in the reception of vehicle-to-everything (IoT) messages sent and received from the communication electronic control unit, and performs position correction for both the local and remote vehicles. The reception omission occurs during the transmission and reception of Ethernet or Controller Area Network communications, and position correction is performed by predicting the compensation value for the reception omission.

20. The method of claim 16, wherein, Message processing further includes: The vehicle synchronizes its list of services to everything via the communication electronic control unit and the application electronic control unit. The application is synchronized when ignition is turned on or off.

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