Movement route control system and method

Abstract

The invention relates to a mobile route control system and method. A mobile route control system includes an open diagnostic fault code (DTC) module configured to convert a first DTC code generated within a first mobile vehicle into a first open DTC code. The mobile route control system also includes a wireless communication module configured to transmit the first open DTC code to one or more external devices and receive a second open DTC code transmitted from a second mobile vehicle. The mobile route control system also includes a route change control module configured to evaluate an effect of the second mobile vehicle on the route of the first mobile vehicle based on the second open DTC code and determine whether to change or maintain the route of the first mobile vehicle based on the evaluation of the effect.

Description

Mobile route control system and method

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of Korean Patent Application No. 10-2024-0150422, filed on October 30, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to techniques for controlling the routes of mobile vehicles. Background Technology

[0004] The statements in this section are provided only as background information in connection with this disclosure and do not constitute prior art.

[0005] In mobile vehicles such as urban air traffic (UAM), route control is one of the core elements. In particular, preventing collisions with other mobile vehicles is a major technical task. Due to the nature of UAMs flying in urban areas, they need to manage interactions not only with ground traffic but also with other air vehicles. Therefore, the route control system needs to be equipped with accurate position detection, real-time data transmission, and traffic situation prediction capabilities.

[0006] Route control, broadly speaking, encompasses several key elements. First, it involves real-time collection of location information for each mobile vehicle via a sensor network to identify its current position and speed and calculate its predicted path. Second, it requires sharing core data with other mobile vehicles or a ground control center through a communication system. This communication needs to be high-speed and low-latency, allowing all mobile vehicles to know each other's positions and planned paths in real time. Furthermore, a central control system or distributed autonomous control algorithm needs to analyze potential collision risks and modify the path accordingly.

[0007] Operating this route control system requires addressing several technical challenges. First, standardized communication protocols are needed to ensure interoperability of flight mobility. This allows mobile vehicles from different manufacturers to interact through the same information system. Furthermore, the algorithms used for route control need to consider multiple variables to plan and modify flight paths. Improving the accuracy and reliability of these algorithms is also a crucial task.

[0008] Furthermore, integration with ground infrastructure is essential for UAM vehicle control routes. Links with urban ground transportation systems are necessary to minimize disruption to ground traffic during UAM vehicle landings and takeoffs. This requires sharing integrated data with urban traffic management systems to adjust optimal flight paths and landing points in real time.

[0009] However, all these technical details are designed for normal operation of mobile vehicles. Mobile vehicles receive route information from other mobile vehicles and set routes that avoid collisions. However, when other mobile vehicles malfunction, this method alone becomes insufficient to avoid collisions. For example, when a particular mobile vehicle fails to transmit correct location information due to communication errors or system malfunctions, or when its behavior is unexpected, existing route control algorithms may have limitations in collision avoidance. In dealing with such situations, auxiliary safety mechanisms that can respond to abnormal situations are necessary, and each mobile vehicle needs to have the ability to independently identify its surroundings and perform immediate evasive maneuvers. Summary of the Invention

[0010] One aspect of this disclosure provides a technique that enables a mobile vehicle to use information received from another mobile vehicle to establish a stable route. Another aspect of this disclosure provides a technique that enables a mobile vehicle to check for anomalies in another mobile vehicle and, based on that anomaly, avoid dangerous situations such as collisions. Yet another aspect of this disclosure provides a technique for standardizing and sharing non-standard Diagnostic Trouble Codes (DTCs).

[0011] According to an embodiment, a mobile route control system is provided. The mobile route control system includes: an open DTC module configured to convert a first DTC code generated within a first mobile vehicle into a first open DTC code. The mobile route control system further includes a wireless communication module configured to transmit the first open DTC code to one or more external devices and receive a second open DTC code transmitted from a second mobile vehicle. The mobile route control system further includes a route change control module configured to assess the impact of the second mobile vehicle on the route of the first mobile vehicle based on the second open DTC code and determine, based on the assessment of the impact, whether to change or maintain the route of the first mobile vehicle.

[0012] The mobile route control system may also include a safety monitoring module configured to identify a second open DTC code, assess the safety of the first mobile vehicle based on the second open DTC code, and provide the assessment results to the route change control module.

[0013] The DTC code system for the first mobile vehicle, the DTC code system for the second mobile vehicle, and the open DTC code system can be different from each other.

[0014] The wireless communication module can be configured to add a first key value to a first open DTC code and transmit the first open DTC code and the first key value together to one or more external devices.

[0015] The open DTC module can be configured to verify the second open DTC code by comparing a second key value received along with the second open DTC code with a reference key value received in advance from an external server.

[0016] The wireless communication module can be configured to receive a first key value and a reference key value from an external server.

[0017] An external server can generate one or both of a first key value or a reference key value based on the location and time of the first or second mobile vehicle.

[0018] The wireless communication module can be configured to change the reception period of the first mobile vehicle receiving the open DTC code according to the second open DTC code.

[0019] The wireless communication module can be configured to change the reception period based on the number of open DTC codes received by the first mobile vehicle within a certain time period.

[0020] The wireless communication module can be configured to transmit a first open DTC code to one or more external devices by broadcasting a first open DTC code.

[0021] The wireless communication module can be configured to receive a second open DTC code either through direct communication with the second mobile vehicle or through a central control device.

[0022] The wireless communication module can receive route information of the second mobile vehicle through communication with the second mobile vehicle.

[0023] According to another embodiment, a method for controlling a movement route by a device is provided. The method includes: converting a first diagnostic fault code (DTC) generated within a first mobile vehicle into a first open DTC code; and transmitting the first open DTC code to one or more external devices. The method also includes receiving a second open DTC code transmitted from a second mobile vehicle. The method further includes assessing the impact of the second mobile vehicle on the route of the first mobile vehicle based on the second open DTC code; and determining, based on the assessment of the impact, whether to change or maintain the route of the first mobile vehicle.

[0024] The first open DTC code and / or the second open DTC code may include information about at least one of the following: engine and powertrain malfunction, air pressure malfunction, steering system malfunction, electrical system malfunction, sensor malfunction, and airbag system malfunction.

[0025] Transmitting the first open DTC code may include simultaneously transmitting the first open DTC code to the central control device and other mobile vehicles.

[0026] Transmitting the first open DTC code to one or more external devices may include transmitting the first key value together with the first open DTC code to one or more external devices.

[0027] Transmitting the first open DTC code to one or more external devices may include encrypting and transmitting a message that combines the first open DTC code and a first key value.

[0028] The first key value can be generated in the cloud device and shared with the first and second mobile vehicles.

[0029] The method may also include changing the reception period of the first mobile vehicle receiving the first open DTC code according to the second open DTC code.

[0030] According to yet another embodiment, a non-transitory medium storing computer-readable instructions is provided. When executed by a processor, the computer-readable instructions cause the processor to: convert a first diagnostic fault code (DTC) generated within a first mobile vehicle into a first open DTC code; transmit the first open DTC code to one or more external devices; receive a second open DTC code transmitted from a second mobile vehicle; assess the impact of the second mobile vehicle on the route of the first mobile vehicle based on the second open DTC code; and determine, based on the assessment of the impact, whether to change or maintain the route of the first mobile vehicle.

[0031] As described above, in embodiments of this disclosure, a mobile vehicle can use information received from other mobile vehicles to establish a stable route. Furthermore, according to embodiments of this disclosure, a mobile vehicle can check for anomalies in other mobile vehicles and avoid dangerous situations such as collisions based on the anomaly information. Additionally, according to embodiments of this disclosure, mobile vehicles can standardize and share non-standardized DTC codes. Attached Figure Description

[0032] To enable those skilled in the art to understand this disclosure, various forms of the disclosure are described by way of example with reference to the accompanying drawings, in which:

[0033] Figure 1 is a configuration diagram showing a movement route control system according to an embodiment.

[0034] Figure 2 is a diagram illustrating an example of route change control for a mobile vehicle according to an embodiment.

[0035] Figure 3 is a diagram illustrating the information exchange between a mobile vehicle and peripheral devices according to an embodiment.

[0036] Figure 4 is a diagram illustrating the process of encrypting and decrypting open DTC codes in a mobile vehicle according to an embodiment.

[0037] Figure 5 is a diagram illustrating a cloud device that changes the key value according to an implementation method.

[0038] Figures 6 to 8 are flowcharts of a first example of a movement route control method according to an embodiment.

[0039] Figure 9 is a flowchart of a second example of a movement route control method according to an embodiment.

[0040] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way. Detailed Implementation

[0041] In the following, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that when assigning reference numerals to various elements in the drawings, the same reference numerals denote the same element even if the element is shown in different drawings. Furthermore, in the following description, detailed descriptions of relevant known functions and structures that would obscure the essential points of the present disclosure will be omitted.

[0042] Furthermore, in the following description, terms such as first, second, A, B, a, and b may be used. However, these terms are only used to distinguish one element from another. The nature, order, and sequence of the elements are not limited by these terms. Additionally, where an element is described as "connected," "joined," or "joined" to another element, that element may be directly connected or joined to the other element; however, it should be understood that a third element may be "connected," "joined," or "joined" between two elements.

[0043] When components, controllers, devices, elements, apparatuses, units, modules, etc., of this disclosure are described as having a purpose or performing an operation or function, they shall be considered herein to be "configured" to satisfy that purpose or perform that operation or function. Each component, controller, device, element, apparatus, unit, module, etc., may be implemented individually or included as part of the apparatus along with a processor and memory (such as a non-transitory computer-readable medium).

[0044] Figure 1 is a configuration diagram showing a movement route control system according to an embodiment.

[0045] Referring to Figure 1, the mobile route control system 100 includes an open diagnostic fault code (DTC) module 110, a wireless communication module 120, a route change control module 130, and a safety monitoring module 140. The DTC module 110, wireless communication module 120, route change control module 130, and safety monitoring module 140 can be implemented in hardware, software, or a combination thereof. For example, each of the DTC module 110, wireless communication module 120, route change control module 130, and safety monitoring module 140 can be implemented individually or included as part of the apparatus along with a processor and memory (such as a non-transitory computer-readable medium).

[0046] The open DTC module 110 can convert Diagnostic Trouble Code (DTC) codes generated within a mobile vehicle into open DTC codes.

[0047] DTC, or DTC code, is a code used to diagnose problems occurring in mobile vehicles such as cars or urban air mobility (UAM) vehicles. A DTC code is generated when a problem is detected in the electronic control unit (ECU) of a mobile vehicle to help identify the cause and location of the problem.

[0048] DTC codes can be standardized by the manufacturer. For example, the first letter of a DTC code can indicate the system or function of the code. As an example, P can indicate the engine or powertrain, C can indicate the brakes or steering, B can indicate the airbags, doors, or air conditioning, and U can indicate network communications. In addition, the other digits of the DTC code can indicate a detailed problem situation of the system or be used as a predefined code.

[0049] DTC codes can be checked using vehicle diagnostic equipment or scanning tools. When a problem occurs, vehicle diagnostic equipment or scanning tools can quickly identify which part of the vehicle is experiencing the error based on the codes.

[0050] DTC codes can be defined differently by manufacturers. Each manufacturer can define its own DTC code based on its mobile vehicles, and the same code can have different meanings depending on the manufacturer. For example, a code called "P1401" might be defined by manufacturer A as an exhaust recirculation valve problem, but by manufacturer B it could indicate a different problem.

[0051] The open DTC module 110 can convert DTC codes that can be defined differently by the manufacturer into standardized open DTC codes.

[0052] In implementation, open DTC codes can be newly defined codes adopted by multiple manufacturers, or codes adopted by standardization organizations such as the International Organization for Standardization (ISO) or the Society of Automotive Engineers (SAE). ISO defines standardized DTC codes in ISO 15031-6, and SAE defines standardized DTC codes in SAE J2012.

[0053] ISO 15031-6 standardizes and defines diagnostic codes related to vehicle emissions. Furthermore, ISO 15031-6 primarily addresses DTC codes used in On-Board Diagnostics II (OBD-II) systems, which monitor vehicle emissions, engine performance, and other critical systems, and generate DTC codes when problems are detected, including activating warning lights.

[0054] Unlike ISO 15031-6, SAE J2012 comprehensively covers potential problems in various electronic control systems of vehicles, including emissions.

[0055] Open DTC codes can convert DTC codes defined by different DTC code systems for each manufacturer into standardized codes, such as those defined in ISO 15031-6, SAE J2012, or other standardized codes.

[0056] The wireless communication module 120 can transmit open DTC code to the outside.

[0057] The wireless communication module 120 used in mobile devices such as vehicles and UAM vehicles includes a cellular communication module, a vehicle-to-everything (V2X) module, a Wi-Fi module, and a Bluetooth module.

[0058] Cellular communication modules enable data communication between vehicles and external networks. This module is used to transmit data between systems within the vehicle and cloud devices, and can support various functions such as in-vehicle information systems, remote diagnostics, and over-the-air (OTA) software updates. Cellular communication is primarily based on 4G LTE and 5G technologies, providing fast data transmission speeds and extensive service coverage. Specifically, due to the availability of low latency and high-speed data transmission, 5G is suitable for high-capacity data transmission in autonomous driving functions of vehicles.

[0059] V2X modules can support communication between vehicles (V2V), vehicles and infrastructure (V2I), vehicles and pedestrians (V2P), and vehicles and networks (V2N). This technology is primarily designed to improve vehicle safety and alleviate traffic congestion. V2X communication facilitates real-time data exchange requiring low latency and can be used to improve the traffic environment, particularly through collision avoidance between vehicles and interaction with traffic lights and road signs. V2X communication includes traditional Dedicated Short Range Communication (DSRC) and the more recent cellular V2X (C-V2X) approach, with C-V2X leveraging the range and connectivity of cellular networks.

[0060] Wi-Fi and Bluetooth modules can play a role in short-range communication within mobile vehicles. Wi-Fi modules can form an internal network within the vehicle, connect to various devices, or provide internet access as a mobile hotspot.

[0061] The following description focuses on the wireless communication module 120 as an example of a V2X module, but this disclosure is not limited thereto.

[0062] The wireless communication module 120 can transmit open DTC codes to other mobile vehicles or central control devices via direct V2X communication. In V2X technology, signals can be directly transmitted to specific other mobile vehicles or central control devices. This method can be primarily used for vehicle-to-vehicle (V2V) communication or vehicle-to-infrastructure (V2I) communication.

[0063] The wireless communication module 120 can transmit open DTC codes to other mobile vehicles or central control devices via broadcast. V2X technology can use a broadcast method to transmit information to all devices within a specific range, rather than sending signals to specific devices.

[0064] The wireless communication module 120 can receive open DTC codes transmitted from wireless communication modules of other mobile vehicles.

[0065] The wireless communication module 120 can receive open DTC codes transmitted via direct communication from another mobile vehicle or via broadcast. Alternatively, the wireless communication module 120 can receive open DTC codes via a central control device. The central control device can relay open DTC codes transmitted from other mobile vehicles.

[0066] The wireless communication module 120 can receive route information from other mobile vehicles. The mobile vehicle can receive route information from other mobile vehicles and can set and control its own route by combining it with its own destination information.

[0067] The safety monitoring module 140 can identify open DTC codes received from other mobile vehicles, assess their impact on the safety of its own mobile vehicle, and generate assessment results.

[0068] The safety monitoring module 140 can receive data from sensors or electronic control devices included in the mobile vehicle to monitor flight safety. For example, the safety monitoring module 140 can monitor in real time various data such as speed, altitude, direction, air pressure, temperature, and humidity generated during flight and assess the impact of these values ​​on flight safety.

[0069] The safety monitoring module 140 continuously checks the operating status of the main equipment of the mobile vehicle (such as the engine, battery, electronic equipment and communication system), and monitors the structural status of the vehicle body, the temperature of the components and the power consumption, so as to quickly identify overheating or abnormal consumption of specific components.

[0070] Furthermore, the safety monitoring module 140 can detect and analyze the surrounding environment of the vehicle to prevent collisions with other moving vehicles or obstacles. The safety monitoring module 140 can use sensors such as radar and cameras to identify the surrounding situation in real time. When an abnormally approaching object is detected, the safety monitoring module 140 can determine the collision risk and transmit it to the route change control module 130.

[0071] As part of this safety-related analysis, the safety monitoring module 140 can identify open DTC codes received from other mobile vehicles, assess the safety of the vehicle, and transmit the assessment results to the route change control module 130.

[0072] In addition, the route change control module 130 can assess the impact of other mobile vehicles on its route and decide whether to change or maintain the route by receiving open DTC codes from other mobile vehicles.

[0073] Figure 2 is a diagram illustrating an example of route change control for a mobile vehicle according to an embodiment.

[0074] Referring to Figure 2, the first mobile vehicle 10 can exchange route information with the second mobile vehicle 20 and can set a route R11 considering its destination. Furthermore, the second mobile vehicle 20 can set a route R21 considering the route information of the first mobile vehicle 10 and its destination. Based on this route setting, the first mobile vehicle 10 and the second mobile vehicle 20 can operate without collision under normal operating conditions.

[0075] Furthermore, the first mobile vehicle 10 and the second mobile vehicle 20 can periodically or non-periodically convert internally generated DTC codes into open DTC codes and then transmit them externally. Based on the open DTC code, the first mobile vehicle 10 can check whether the second mobile vehicle 20 is abnormal, and the second mobile vehicle 20 can check whether the first mobile vehicle 10 is abnormal.

[0076] In the example, at some point in time, the second mobile vehicle 20 may malfunction. Then, the second mobile vehicle 20 may not be able to operate normally along the originally planned route R21, and may operate along route R22 due to a collision or emergency operation.

[0077] Then, the abnormal situation of the second mobile vehicle 20 can be transmitted to the first mobile vehicle 10 via an open DTC code. The first mobile vehicle 10 can then identify the abnormal situation of the second mobile vehicle 20 based on the open DTC code, identify the emergency operation range of the second mobile vehicle 20, and then change its route to route R12 to leave the range.

[0078] Other devices may also be involved in the exchange and route change control of open DTC codes.

[0079] Figure 3 is a diagram illustrating the information exchange between a mobile vehicle and peripheral devices according to an embodiment.

[0080] Referring to Figure 3, the first mobile vehicle 100a and the second mobile vehicle 100b can communicate with the cloud device 310 and the central control device 320.

[0081] The first mobile vehicle 100a and the second mobile vehicle 100b can receive route information from other mobile vehicles from the central control device 320. Furthermore, the first mobile vehicle 100a and the second mobile vehicle 100b can receive information from the central control device 320 regarding routes authorized by the central control device 320. Additionally, the first mobile vehicle 100a and the second mobile vehicle 100b can combine this information to set their own routes.

[0082] The first mobile vehicle 100a and the second mobile vehicle 100b can periodically transmit flight status information, such as current position, altitude, and speed, to the central control device 320. Therefore, the central control device 320 can identify the precise location of the mobile vehicles and track their paths in real time. When the first mobile vehicle 100a and the second mobile vehicle 100b require flight path planning or their destination changes, the central control device 320 can transmit new flight paths.

[0083] The first mobile vehicle 100a and the second mobile vehicle 100b can transmit data related to the vehicle's status, such as engine status, remaining battery power, and fuel status, to the central control device 320. Furthermore, the first mobile vehicle 100a and the second mobile vehicle 100b can transmit open DTC codes to the central control device 320. The central control device 320 can synthesize this information to check the real-time health status of the mobile vehicles and assist in a rapid response to unexpected problems.

[0084] In addition, the central control device 320 can transmit real-time weather data to the first mobile vehicle 100a and the second mobile vehicle 100b, and can also transmit ground traffic conditions to the first mobile vehicle 100a and the second mobile vehicle 100b.

[0085] The cloud device 310 can store key values ​​shared by the first mobile vehicle 100a and the second mobile vehicle 100b.

[0086] The first mobile vehicle 100a and the second mobile vehicle 100b can encrypt the open DTC code by adding a key value to it and then transmit it externally. The first mobile vehicle 100a and the second mobile vehicle 100b can then use the key value to decrypt the received message and examine the open DTC code.

[0087] The first mobile vehicle 100a and the second mobile vehicle 100b can download a key value from the cloud device 310. Then, the first mobile vehicle 100a and the second mobile vehicle 100b can add the key value to an open DTC code. Furthermore, when receiving an open DTC code, the first mobile vehicle 100a and the second mobile vehicle 100b can verify the validity of the open DTC code by comparing the key value received along with the open DTC code with the key value downloaded from the cloud device 310.

[0088] Figure 4 is a diagram illustrating the process of encrypting and decrypting open DTC codes in a mobile vehicle according to an implementation method.

[0089] Referring to Figure 4, the second mobile vehicle can generate DTC codes while monitoring its internal status. Furthermore, the second mobile vehicle can convert the generated DTC codes into open-source DTC codes.

[0090] The second mobile vehicle can download the key value from the cloud device before or after generating the open DTC code. Typically, the second mobile vehicle can download the key value from the cloud device at startup.

[0091] The second mobile vehicle can encrypt the open DTC code by adding a key value to the converted open DTC code. Furthermore, the second mobile vehicle can broadcast encrypted messages externally; these encrypted messages are messages that include the open DTC code and the key value.

[0092] The first mobile vehicle may receive encrypted messages from the second mobile vehicle and / or the central control device. The encrypted messages may include an open DTC code and a key value.

[0093] The first mobile vehicle can download the key value from the cloud device before or after receiving encrypted messages. Typically, the first mobile vehicle can download the key value from the cloud device upon startup.

[0094] The first mobile vehicle can decrypt encrypted messages using a key value received from a cloud device. Furthermore, the first mobile vehicle can verify open DTC codes by comparing the key value included in the received message with a key value downloaded from the cloud device.

[0095] The key value can change based on time and location.

[0096] Figure 5 is a diagram illustrating a cloud device that changes the key value according to an implementation method.

[0097] Referring to Figure 5, cloud devices can provide key values ​​by changing the key value based on the location and time of the mobile vehicle.

[0098] The key values ​​generated by cloud devices can change dynamically based on time and location. To achieve this, dynamic key management and location-based encryption techniques can be used.

[0099] Time-based key changes can be a method of generating new key values ​​at specific time intervals and transmitting them synchronously to two mobile vehicles. For example, new key values ​​can be assigned periodically (e.g., every 5 minutes, 30 minutes, or 1 hour) and used for encryption and decryption. Time-based key changes require time synchronization between the cloud device and the mobile vehicle, and this can be achieved through time protocols such as Network Time Protocol (NTP) to synchronize precise time information. When attempting to communicate via time-based key changes, both parties use the same key for encryption and decryption.

[0100] Location-based key changes can be a method of generating location-specific key values ​​in the cloud based on the current location information of a mobile vehicle. By using key values ​​that are valid only in a specific geographic area, messages can be made undecryptable outside that area. For example, when a mobile vehicle enters a specific area, a key specific to that area can be assigned, and when the mobile vehicle leaves the area, a new key value can be used. Periodic exchange of location information occurs between the cloud and the mobile vehicle, which allows key value changes at the same location to be synchronized. This method enables more secure communication within a specific geographic area.

[0101] It also allows for key management methods that consider both time and location. For example, this method doubles security by generating keys that are valid only in a specified area within a specific time zone. Cloud devices can periodically check the current location of mobile vehicles and generate and assign unique key values ​​based on the corresponding time and location. This method can be configured so that mobile vehicles moving along fixed paths can communicate using key values ​​that are valid only when they are in a specific time zone and a specific area. This method allows for the implementation of sophisticated encryption strategies based on both time and location.

[0102] Figures 6 to 8 are flowcharts of a first example of a movement route control method according to an embodiment.

[0103] Referring to Figures 6 to 8, the device (e.g., a mobile route control system) can begin operation when the mobile vehicle is started-up.

[0104] In operation S604, the device may attempt to connect to the cloud device. In operation S606, the device may determine whether the connection with the cloud device is complete, and if the connection is not complete ("No" in operation S606), the device may retry the connection and determine whether the connection with the cloud device is complete in operation S606.

[0105] When the connection with the cloud device is completed (Yes in operation S606), the device can download the key value from the cloud device in operation S608. In operation S610, the device can determine whether the download of the key value is complete, and if the download of the key value is incomplete (No in operation S610), the device can retry downloading the key in operation S608.

[0106] When the key value download is complete (in operation S610), the device can initialize the open DTC module in operation S612.

[0107] In operation of S614, the device can receive open DTC codes from external sources (e.g., other mobile vehicles or central control devices).

[0108] In operation S616, the device can analyze open DTC codes. Open DTC codes may include information about at least one of the following: engine and powertrain malfunction, air pressure malfunction, steering system malfunction, electrical system malfunction, sensor malfunction, and airbag system malfunction.

[0109] In operation S618, the device can determine the impact of other moving vehicles on its own moving vehicle by analyzing open DTC codes. For example, the device can determine the risk and / or severity of a collision. The device can determine the risk and / or severity based on the number of open DTC codes received from external sources within a certain time period. For example, when the number of open DTC codes received within a certain time period is greater than a reference number, the device can set the risk or severity to a high level.

[0110] In operation S620, the device can change the reception period for receiving open DTC codes from the outside based on the risk and / or severity of the outcome. For example, the device can change the communication period timeout for receiving open DTC codes based on the risk and / or severity of the outcome. The device can also change the reception period for receiving open DTC codes from the outside by the wireless communication module based on the number of open DTC codes received from the outside within a certain time period.

[0111] In addition, the device can assess the impact of other mobile vehicles on the route of the corresponding mobile vehicle by receiving open DTC codes and decide whether to change or maintain the route of the corresponding mobile vehicle.

[0112] The device can generate open DTC codes for use in other mobile vehicles and transmit them externally. In operation S622, the device can convert internally generated DTC codes into open DTC codes, and in operation S624, it can transmit the converted open DTC codes externally. The device can simultaneously transmit the converted open DTC codes to the central control device and other mobile vehicles.

[0113] In operation S626, the device may wait to receive an open DTC code from other mobile vehicles. In operation S628, the device may wait for a certain communication period to time out. If the communication period timeout has not yet occurred (no in operation S628), the device may continue to wait. When the communication period timeout occurs (yes in operation S628), the device may proceed to operation 630 to determine whether startup is in a disabled state.

[0114] When the startup is not in the shutdown state ("No" in operation S630), the device can return to operation S614.

[0115] Figure 9 is a flowchart of a second example of a movement route control method according to an embodiment.

[0116] Referring to Figure 9, in operation S902, for example, a device of a mobile route control system can convert a first DTC code generated within a first mobile vehicle into a first open DTC code.

[0117] In operation S904, the device can transmit the first open DTC code to an external source (e.g., one or more external devices). For example, the device can broadcast the first open DTC code via a network. The first open DTC code can be transmitted simultaneously to a central control device and other mobile vehicles.

[0118] When transmitting the first open DTC code externally, the device can transmit the key value along with the open DTC code. For example, the device can encrypt and then transmit a message combining an open DTC code and the key value. In implementations, the key value can be generated on an external server, such as a cloud device, and shared with the corresponding mobile vehicle and other mobile vehicles.

[0119] In operation S906, the device can receive a second open DTC code transmitted from a second mobile vehicle.

[0120] In an implementation, the first open DTC code and / or the second open DTC code may include information about at least one of the following: engine and powertrain malfunction, air pressure malfunction, steering system malfunction, electrical system malfunction, sensor malfunction, and airbag system malfunction.

[0121] In operation S908, the device can assess the impact of the second mobile vehicle on the route of the first mobile vehicle based on the second open DTC code. In an implementation, the device can change the reception cycle of the first mobile vehicle receiving open DTC codes from the outside based on other open DTC codes.

[0122] Furthermore, in operation S910, the device can determine whether to change or maintain the route of the first mobile vehicle based on the assessment results of the impact of the second mobile vehicle on the route of the first mobile vehicle.

[0123] The embodiments of the present disclosure described above can be implemented in the form of a computer program, which can be executed by various components of a computer, and such a computer program can be recorded on a computer-readable medium. Examples of such media include magnetic media (such as hard disks, floppy disks, and magnetic tapes), optical recording media (such as CD-ROMs and DVDs), magneto-optical media (such as floppy disks), and hardware devices (such as ROMs, RAMs, and flash memory) specifically configured to store and execute program instructions.

[0124] As described above, in embodiments of this disclosure, a mobile vehicle can use information received from other mobile vehicles to establish a stable route. Furthermore, according to embodiments of this disclosure, a mobile vehicle can check for anomalies in other mobile vehicles and avoid dangerous situations such as collisions based on the anomaly information. Additionally, according to embodiments of this disclosure, mobile vehicles can standardize and share non-standardized DTC codes.

[0125] The terms “comprises,” “includes,” or “has” as used herein should be interpreted as not excluding other elements, but further including such other elements, as the corresponding elements may be inherent, unless otherwise specified. Unless otherwise specified, all terms that include technical or scientific terms have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Commonly used terms (such as those defined in dictionaries) should be interpreted as consistent with their meaning in the context of the relevant art. It will be understood that terms should not be interpreted in an idealized or overly formal sense unless expressly defined herein.

[0126] While the technical concept of this disclosure has been described above for illustrative purposes, those skilled in the art will understand that various modifications and variations are possible without departing from the spirit and essential characteristics of this disclosure. Therefore, the embodiments of this disclosure are described for illustrative purposes only and should not be construed as limiting the technical concept of this disclosure. The scope of protection of this disclosure should be determined based on the description in the appended claims, and all technical concepts within the scope of their equivalents should be construed as being included within the scope of the rights of this disclosure.

Claims

1. A mobile route control system, comprising: An open diagnostic fault code (DTC) module is configured to convert a first DTC code generated within a first mobile vehicle into a first open DTC code. The wireless communication module is configured to transmit the first open DTC code to one or more external devices and receive the second open DTC code transmitted from the second mobile vehicle; And a route change control module, configured to evaluate the impact of the second mobile vehicle on the route of the first mobile vehicle based on the second open DTC code and determine whether to change or maintain the route based on the evaluation of the impact.

2. The mobile route control system according to claim 1, further comprising a safety monitoring module, the safety monitoring module being configured to: identify the second open DTC code; assess the safety of the first mobile vehicle based on the second open DTC code, and provide the assessment result to the route change control module.

3. The mobile route control system according to claim 1, wherein, The DTC code system of the first mobile vehicle is different from that of the second mobile vehicle.

4. The mobile route control system according to claim 1, wherein, The wireless communication module is configured to add a first key value to the first open DTC code and transmit the first open DTC code together with the first key value to the one or more external devices.

5. The mobile route control system according to claim 4, wherein, The open DTC module is configured to verify the second open DTC code by comparing a second key value received along with the second open DTC code with a reference key value received in advance from an external server.

6. The mobile route control system according to claim 5, wherein, The wireless communication module is configured to receive the first key value and the reference key value from the external server.

7. The mobile route control system according to claim 6, wherein, The external server generates one or both of the first key value and the reference key value based on the location and time of the first or second mobile vehicle.

8. The mobile route control system according to claim 1, wherein, The wireless communication module is configured to change the reception period of the first mobile vehicle receiving open DTC codes according to the second open DTC code.

9. The mobile route control system according to claim 8, wherein, The wireless communication module is configured to change the reception period based on the number of open DTC codes received within a certain time period.

10. The mobile route control system according to claim 1, wherein, The wireless communication module is configured to transmit the first open DTC code to the one or more external devices by broadcasting the first open DTC code.

11. The mobile route control system according to claim 1, wherein, The wireless communication module is configured to receive the second open DTC code either through direct communication with the second mobile vehicle or through a central control device.

12. The mobile route control system according to claim 1, wherein, The wireless communication module is configured to receive route information of the second mobile vehicle through communication with the second mobile vehicle.

13. A method for controlling a movement route by a device, the method comprising: The first diagnostic fault code (DTC) generated within the first mobile vehicle is converted into a first open DTC code. Transmit the first open DTC code to one or more external devices; Receive the second open DTC code transmitted from the second mobile vehicle; The second mobile vehicle is evaluated based on the second open DTC code to assess the impact of the second mobile vehicle on the route of the first mobile vehicle; and based on the assessment of the impact, it is determined whether to change or maintain the route of the first mobile vehicle.

14. The method according to claim 13, wherein, One or both of the first open DTC code and the second open DTC code include information about at least one of the following: engine and powertrain malfunction, air pressure malfunction, steering system malfunction, electrical system malfunction, sensor malfunction, and airbag system malfunction.

15. The method according to claim 13, wherein, Transmitting the first open DTC code to one or more external devices includes simultaneously transmitting the first open DTC code to a central control device and the second mobile vehicle.

16. The method according to claim 13, wherein, Transmitting the first open DTC code to one or more external devices includes transmitting a first key value along with the first open DTC code to the one or more external devices.

17. The method according to claim 16, wherein, Transmitting the first open DTC code includes transmitting a message in which the first open DTC code and the first key value are combined and encrypted.

18. The method according to claim 17, wherein, The first key value is generated in the cloud device and shared with the first mobile vehicle.

19. The method of claim 13, further comprising: The reception period of the first mobile vehicle receiving open DTC codes is changed according to the second open DTC code.

20. A non-transitory medium storing computer-readable instructions that, when executed by a processor, cause the processor to: convert a first Diagnostic Trouble Code (DTC) generated within a first mobile vehicle into a first open DTC code; and transmit the first open DTC code to one or more external devices. Receive the second open DTC code transmitted from the second mobile vehicle; The impact of the second mobile vehicle on the route of the first mobile vehicle is evaluated based on the second open DTC code; And based on the assessment of the impact, determine whether to change or maintain the route of the first mobile vehicle.

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