Driving negotiation procedure and apparatus
Patent Information
- Application Number
- DE102024136281
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-01-22
- Filing Date
- 2024-12-05
- Publication Date
- 2025-07-24
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
TECHNICAL FIELDThe present disclosure relates to a driving negotiation method and an apparatus.BACKGROUNDThe statements in this section merely represent background information related to the present disclosure and may not constitute prior art.A cooperative Intelligent Transport System (C-ITS) representing a next generation Intelligent Transport System (ITS) refers to a next generation ITS that is traffic safe and allows bi-directional, continuous exchange of data between vehicles as well as between vehicles and infrastructure. This system is distinct from conventional ITSs directed to the management of traffic and provides unidirectional information from the traffic infrastructure to the vehicles, thereby enabling proactive handling and prevention of outbreak situations.With respect to the next generation of ITS, research is also actively being done at the introduction of a networked vehicle. A cross-linked vehicle is a vehicle that travels self-propelled and is equipped with a connection based on the vehicle-to-everything communication (V2X). Such a cross-linked vehicle has the object of checking a traffic flow and an accident situation and providing or utilizing various services such as safe driving and avoiding traffic jams through bidirectional communication using vehicle-to-infrastructure (V2I), vehicle-to-network (V2N), vehicle-to-vehicle (V2V), vehicle-to-nomadic devices (V2ND), vehicle-to-pedestrian (V2P), or vehicle-to-everything (V2X).In the in-vehicle communication for vehicle safety, dedicated short-range communication (DSRC) for vehicles extended from the IEEE 802 standards has been standardized and studied as IEEE 802.11p, also referred to as wireless access for vehicle environment (WAVE). Standardization of vehicle communication using long term evolution (LTE) technology, which is a mobile communication network, has been seriously started at the beginning 2015. 3GPP, an international organization for standardization of mobile communication, has provided a basis for the spread of vehicle communication by completing standardization for LTE vehicle communication in March 2017, including the reduction of the delay time and the support of direct communication between vehicles by the LTE technology. Discussed below are performance improvements and convergence with the new radio (NR) communication technology (5G).Handling of stability with respect to a blind spot or a road burst situation by only the autonomous vehicle sensor is limited. In particular, when various driving situations occur at an intersection without a traffic light, a circular intersection, and a junction, the quick determination of an autonomous vehicle and the stability according to the quick determination are limited.For this reason, a travel negotiation apparatus is mounted on a roadside unit (RSU). Driving negotiations for a request for lane change and sharing of a merging plan are performed using the driving negotiation apparatus.However, a conventional technology has a disadvantage that the state of a vehicle on a leading road that does not fall within the coverage area of an RSU cannot be known because an operation according to driving negotiations is performed only within the coverage area of the RSU and thus the range of driving negotiations is limited.SUMMARYVarious embodiments are directed to providing a driving negotiation method and apparatus that enables driving negotiations of a vehicle to be shared within the coverage of a roadside unit (RSU).According to one embodiment, a driving negotiation method is provided. The driving negotiation method includes transmitting, by a first processor of a first driving negotiation apparatus of a first roadside unit (RSU), a first packet including state information of a plurality of first vehicles within a first coverage of the first RSU to a second driving negotiation apparatus of an adjacent second RSU when driving negotiations are completed. The driving negotiation method also includes broadcasting, by a second processor of the second driving negotiation apparatus, fault vehicle information to at least one second vehicle within the second coverage of the second RSU when a vehicle is present in a fault condition in the first packet. The driving negotiation method additionally includes transmitting, by the second processor, a second packet including state information of the at least one second vehicle and the state information of the plurality of first vehicles to a third driving negotiation apparatus of an adjacent third RSU.In some embodiments of the present disclosure, the first packet or the second packet may include at least one of driving negotiation apparatus identification information, coverage flags, a vehicle identifier, or an error mode.In some embodiments of the present disclosure, the cover flags may include an inner cover and an outer cover. The fault mode may indicate whether a corresponding vehicle is faulty.In some embodiments of the present disclosure, a vehicle state information size managed by each of the first driving negotiation apparatus, the second driving negotiation apparatus, and the third driving negotiation apparatus may be adjusted depending on resources of each of the first driving negotiation apparatus, the second driving negotiation apparatus, and the third driving negotiation apparatus.In some embodiments of the present disclosure, the method may further include, after transmitting the second packet to the third driving negotiation apparatus, broadcasting, by a third processor of the third driving negotiation apparatus, the fault vehicle information to at least one third vehicle within the third coverage of the third RSU when the vehicle is present in the second packet in the fault state. The method may further include transmitting, by the third processor, a third packet comprising status information of the at least one third vehicle, the status information of the at least one second vehicle, or the status information of the plurality of first vehicles to a fourth driving negotiation apparatus of an adjacent fourth RSU.In some embodiments of the present disclosure, the first travel negotiation apparatus, the second travel negotiation apparatus, and the third travel negotiation apparatus may be sequentially installed based on the traveling direction of a vehicle.According to another embodiment, a travel negotiation apparatus is provided. The driving negotiation apparatus includes a communication module configured to support vehicle-to-everything (V2X) communication, and a processor connected to the communication module. The processor is configured to send, to an adjacent driving negotiation apparatus, a first packet including state information of a plurality of first vehicles within the cover of the driving negotiation apparatus when driving negotiations of a driving negotiation request vehicle are completed.In some embodiments of the present disclosure, the processor may be configured to, upon receiving a cooperation request message from the driving negotiation request vehicle, complete the driving negotiations of the driving negotiation request vehicle by generating a cooperation relay message including a type code of additional information necessary for negotiations in the cooperation request message, broadcast the cooperation relay message to the plurality of first vehicles, receive cooperation response messages corresponding to the cooperation relay message from the plurality of first vehicles, and transmit a negotiation capability or non-negotiation capability message to the driving negotiation request vehicle based on the cooperation response message.In some embodiments of the present disclosure, the first packet may include at least one of driving negotiation apparatus identification information, coverage flags, a vehicle identifier, or a failure mode.In some embodiments of the present disclosure, the cover flags may include inner cover and outer cover. The status information may indicate whether a corresponding vehicle is faulty.In some embodiments of the present disclosure, the adjacent driving negotiation apparatus may be installed on a following road of the driving negotiation apparatus based on a traveling direction of the driving negotiation request vehicle.In some embodiments of the present disclosure, the processor may be configured to, upon receiving a packet from the adjacent driving negotiation apparatus, analyze the received packet and transmit information about a failed vehicle to at least one vehicle within the coverage of the driving negotiation apparatus if a vehicle is present in the received packet in a fault condition.In some embodiments of the present disclosure, the adjacent driving negotiation apparatus may be installed on a leading road of the driving negotiation request vehicle based on a traveling direction of the driving negotiation request vehicle.In some embodiments of the present disclosure, the processor may be configured to transmit, to an adjacent driving negotiation apparatus, a packet including state information of the at least one vehicle included in the received packet and the state information of the plurality of first vehicles.In some embodiments of the present disclosure, a size of the vehicle state information managed by the driving negotiation apparatus may be adjusted depending on the resources of the driving negotiation apparatus.The driving negotiation method and apparatus according to the embodiments of the present disclosure may support driving negotiations within a wider range by exchanging information between the driving negotiation apparatuses installed in different RSUs by enabling driving negotiations of vehicles within the cover of the RSUs installed in roads.Moreover, the driving negotiation method and apparatus according to the embodiments of the present disclosure may modify a driving strategy appropriately for a faulty (or abnormal) vehicle (or a faulty vehicle) on a leading road, and even perform the optimization of the road by obtaining, via the driving negotiation apparatus, state information of a vehicle on a leading road that is not included in the coverage of a corresponding RSU.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a diagram for describing a system for driving negotiations according to an embodiment of the present disclosure. FIG. 2 is a diagram for describing a driving negotiation method according to an embodiment of the present disclosure. FIG. 3 is a diagram for describing driving negotiations according to an embodiment of the present disclosure. FIG. 4 is a diagram for describing the structure of a packet according to an embodiment of the present disclosure. FIG. 5 is a diagram for describing state information of a vehicle transmitted between driving negotiation apparatuses according to an embodiment of the present disclosure. FIG. 6 is a diagram for describing state information of a vehicle managed by the driving negotiation apparatus according to an embodiment of the present disclosure. FIG. 7 is a block diagram schematically illustrating the configuration of the travel negotiation apparatus according to an embodiment of the present disclosure. FIG. 8 is a diagram for describing a travel negotiation method of the travel negotiation apparatus dualized according to an embodiment of the present disclosure.DETAILED DESCRIPTIONHereinafter, a driving negotiation method and a driving negotiation apparatus according to the embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the accompanying drawings, the thicknesses of the lines or the sizes of the components illustrated in the drawings may be exaggerated for clarity of description and convenience. The terms described below are defined in consideration of their functions in the present disclosure, and may be changed depending on the intention or practice of a user or operator. Accordingly, such terms should be defined based on the general content of this disclosure.When a component, device, module, element, or the like of the present disclosure is described as having a purpose or executing an operation, function, or the like, the component, device, or element should be considered herein as being "configured to" achieve this purpose or execute this operation or function.FIG. 1 is a diagram for describing a system for driving negotiations according to an embodiment of the present disclosure.Referring to FIG. 1, the system for driving negotiations according to an embodiment of the present disclosure includes the RSUs 100 a, 100 b, and 100 c(hereinafter referred to as "100") installed so as to be adjacent to each other and driving negotiation apparatuses 200 a, 200 b, and 200 c(hereinafter referred to as "200").The RSU 100 may acquire vehicle position and remote location information from a vehicle 10 (or a vehicle terminal) through vehicle-to-infrastructure (V2I) communication, and provide the vehicle 10 (or the vehicle terminal) with information related to the vehicle, such as traffic, a break-out, a signal, and a pedestrian, or certificate information, GPS information, etc.The driving negotiation apparatus 200 may be combined with the RSU 100 or installed as a component of the RSU 100. In another implementation, the driving negotiation apparatus 200 may be mounted on another infrastructure apparatus or support system for rail infrastructure including a wireless communication module and a processor in addition to the RSU 100. Hereinafter, for convenience of description, the travel negotiation apparatus 200 will be described as an apparatus combined with the RSU 100 or installed as a component of the RSU 100.The driving negotiation apparatus 200 may provide respective vehicles 10 with a negotiation request message for driving negotiations and a driving negotiation / cooperation process to enable the vehicle 10 to secure stability and effectively take measures related to a blind spot, a break-out situation, etc., or to support rapid determination and securing of stability for the vehicle 10 in various environments or areas of driving such as a no-traffic intersection, a circular intersection, a highway cross, and / or a road junction.Moreover, after completion of the driving negotiations, the driving negotiation apparatus 200 may generate a first packet including state information of a plurality of vehicles 10 within its cover (i.e., the cover of the RSU 100), and transmit the first packet to an adjacent driving negotiation apparatus 200.Moreover, upon receiving a packet from an adjacent travel negotiation apparatus 200, the travel negotiation apparatus 200 may analyze the received packet and transmit fault vehicle information to at least one vehicle 10 within its coverage if the fault vehicle information is present in the received packet. In addition, when there is information to be updated as a result of the analysis of the received packet, the driving negotiation apparatus 200 may generate a second packet including the state information of the vehicles 10 within its coverage and the state information included in the received packet, and transmit the second packet to an adjacent driving negotiation apparatus 200.The size of the vehicle state information (hereinafter, referred to as the "management specification") managed by the driving negotiation apparatus 200 may be predetermined because resources (e.g., the capacity of the memory 220 (or buffer), i.e., a communication capacity) of the driving negotiation apparatus 200 have been determined.If the driving negotiation apparatus 200 indefinitely transmits state information of the vehicle, the internal memory 220 (or buffer) of the driving negotiation apparatus 200 may become insufficient or the speed of transmission of data of the driving negotiation apparatus 200 may be limited. Accordingly, the driving negotiation apparatus 200 may set the management specification (i.e., a size of the vehicle state information for management) appropriate for a situation and overwrite the vehicle state information based on the management specification (i.e., the size of the vehicle state information for management) when receiving the vehicle state information from an adjacent driving negotiation apparatus 200.As described above, the driving negotiation apparatus 200 may manage vehicle state information. The vehicle state information may be added to be communicated between the driving negotiation apparatuses 200.For example, a first driving negotiation apparatus 200 amay transmit state information of the first vehicles 10 within its first coverage to a second driving negotiation apparatus 200 b. The second travel negotiation apparatus 200 bmay transmit state information of the second vehicles 10 within its second cover and the state information of the first vehicles received from the first travel negotiation apparatus 200 ato a third travel negotiation apparatus 200 c. If the first travel negotiation apparatus 200 a, the second travel negotiation apparatus 200 b, and the third travel negotiation apparatus 200 cmay be sequentially installed based on the traveling direction of the vehicle 10. Thus, the order of installation of the first travel negotiation apparatus 200 a, the second travel negotiation apparatus 200 b, and the third travel negotiation apparatus 200 cmay correspond to an order in which the first travel negotiation apparatus 200 a, the second travel negotiation apparatus 200 b, and the third travel negotiation apparatus 200 chave been installed on the leading road based on the travel direction of the vehicle 10.As a result, the driving negotiation apparatus 200 disposed at the extreme end of the driving negotiation apparatuses can quickly obtain information about the vehicle 10 that is problematic and perform optimization of a road in addition to the driving negotiations of the vehicle 10.The driving negotiation apparatus 200 may be attacked for malicious purposes or may be subject to an unrecoverable failure due to an abnormal failure. If an unremoved failure occurs in a specific travel negotiation apparatus during communication between the travel negotiation apparatuses 200, a malfunction may occur in sharing travel negotiations between the travel negotiation apparatuses 200. In addition, in a specific driving negotiation apparatus within the corresponding coverage, a delay may occur due to the excess of negotiation packets for driving at the location (e.g., a traffic congestion situation or a portion where an accident frequently occurs) where there are many negotiation messages.Accordingly, in an embodiment of the present disclosure, the travel negotiation apparatus 200 may be dualized within the corresponding cover. For example, the first driving negotiation apparatus 200a within the first cover may be constructed as a first master driving negotiation apparatus (not illustrated) and a first slave driving negotiation apparatus (not illustrated). The second driving negotiation apparatus 200b within the second cover may be constructed as a second master driving negotiation apparatus (not illustrated) and a second slave driving negotiation apparatus (not illustrated). The third driving negotiation apparatus 200 cwithin the third cover may be constructed as a third master driving negotiation apparatus (not illustrated) and a third slave driving negotiation apparatus (not illustrated).As described above, the travel negotiation apparatus 200 can be dualized within its cover as a master travel negotiation apparatus and a slave travel negotiation apparatus. In this case, the slave travel negotiation apparatus may perform a role as a master travel negotiation apparatus when the master travel negotiation apparatus is in an abnormal state. In this case, the abnormal state may include a case where the master travel negotiation apparatus is attacked for malicious purposes or is subject to an unrecoverable failure due to an abnormal failure, and a case where a delay occurs in the master travel negotiation apparatus due to a high packet load.The slave travel negotiation apparatus may transmit a clock packet (or heartbeat packet, or heartbeat packet) to the master travel negotiation apparatus at regular intervals to identify the state of the master travel negotiation apparatus.The master travel negotiation apparatus may transmit a response packet for the clock packet to the slave travel negotiation apparatus in a normal state. The master travel negotiation apparatus cannot transmit a response packet for the clock packet to the slave travel negotiation apparatus in an abnormal state.If a response packet for the clock packet is not received from the master travel negotiation apparatus, the slave travel negotiation apparatus may determine that the master travel negotiation apparatus is in the abnormal state.When it is determined that the master travel negotiation apparatus is in an abnormal state, the slave travel negotiation apparatus may change to a master, i.e., the master travel negotiation apparatus, and take a role as a master travel negotiation apparatus. Accordingly, the slave travel negotiation apparatus becoming the master can perform travel negotiations for corresponding coverage. In this case, the slave travel negotiation apparatus becoming the master may transmit a clock packet to the master travel negotiation apparatus at regular intervals.The slave travel negotiation apparatus becoming the master can operate as the master until the state of the master travel negotiation apparatus returns to the normal state. In one embodiment, the slave travel negotiation apparatus becoming the master may determine that the state of the master travel negotiation apparatus has returned to the normal state upon receiving the response packet for the clock packet from the master travel negotiation apparatus. When it is determined that the state of the master travel negotiation apparatus has returned to the normal state, the slave travel negotiation apparatus becoming the master can transfer the role of the master to the master travel negotiation apparatus and operate again as a slave.As described above, if the travel negotiation apparatus within the cover is dualized, the fail-safe can be guaranteed because the slave travel negotiation apparatus can replace the role of the master travel negotiation apparatus when an unremoved fault occurs in the master travel negotiation apparatus.Moreover, the slave travel negotiation apparatus can process the negotiation notification of the master travel negotiation apparatus by load balancing, thereby reducing bottleneck.Moreover, communication between vehicles on a road can be stably performed, and an attack for malicious purposes can be handled by the dualized travel negotiation apparatus.FIG. 2 is a diagram for describing a driving negotiation method according to an embodiment of the present disclosure. FIG. 3 is a diagram for describing driving negotiations according to an embodiment of the present disclosure. FIG. 4 is a diagram for describing the structure of a packet according to an embodiment of the present disclosure. FIG. 5 is a diagram for describing state information of vehicles transmitted between the driving negotiation apparatuses according to an embodiment of the present disclosure. FIG. 6 is a diagram for describing state information of vehicles managed by the driving negotiation apparatus according to an embodiment of the present disclosure.The operations of the first to N-th travel negotiation apparatuses described below may be performed by the first to N-th processors including the first to N-th travel negotiation apparatuses, respectively (N is the number of the travel negotiation apparatuses, and may be a natural number equal to or greater than 2).Referring to FIGS. 2 and 3, in operation S 102, the first driving negotiation apparatus 200 aperforms driving negotiations with a driving negotiation request vehicle. The driving negotiation request vehicle may refer to a vehicle that has requested the driving negotiations from among a plurality of first vehicles within the first cover of the first driving negotiation apparatus 200 a(or the first RSU 100 a).Upon receiving a cooperation request message from the driving negotiation request vehicle, the first driving negotiation apparatus 200 amay generate a cooperation relay message including a type code of additional information necessary for negotiations in the cooperation request message and broadcast the cooperation relay message to surrounding vehicles. The cooperation request message may include vehicle identification information, a time stamp, and negotiation request data of the driving negotiation request vehicle. The data of the request may include data on the type of request, such as the speed of the vehicle, a lane change, and / or the connection of lanes. The vehicle speed data is information of the negotiation message concerning a speed adjustment plan, and may include data items such as passing, deceleration, and / or stopping. The data of the lane change is information of the negotiation message for the plan for lane change and may include data elements such as evasive, accident, merging, and / or pedestrian. The lane change data is a negotiation message for the lane change plan and may include data items such as a junction, an intersection, and / or a circular traffic. Further, the cooperation request message may further include message identification information. The message identification information is a current driving negotiation session ID value, and may be used to define a process up to a response after the driving negotiation request as a session.The first driving negotiation apparatus 200 athat has received the cooperation request message may generate a cooperation relay message including a type code of additional information necessary for negotiations in the cooperation request message based on a driving cooperation type targeted by the vehicle terminal of the driving negotiation request vehicle for driving cooperation or driving negotiations. The additional information may include a change in vehicle speed, a lane change, a lane cut, a collision warning, a collision avoidance, an intersection warning, a road condition with smoothis warning, a highway crossing warning, and / or information associated with the toll collection.After generating the cooperation relay message, the first driving negotiation apparatus may transmit the cooperation relay message to at least one first vehicle within the first coverage of the first RSU 100 a.The at least one first vehicle that received the cooperation relay message may transmit a cooperation response message to the first driving negotiation apparatus. The cooperation response message may include vehicle identification information, a time stamp, negotiation response data, message identification information, and error information. The negotiation response data may include a response value for the negotiations of the first vehicle and information required for negotiations. The response value for the negotiations may include an approval or disapproval data item. The message identification information is useful for efficiently identifying and relaying a particular cooperation response message and a cooperation response message corresponding to the particular cooperation response message when the first travel negotiation apparatus 200 aprocesses a plurality of cooperation request messages and a plurality of cooperation response messages into N or M:N environments in 1. The fault information may indicate the fault of a corresponding vehicle.The first driving negotiation apparatus 200 amay transmit a message related to driving negotiation capability or driving non-negotiation capability to the driving negotiation request vehicle based on the cooperation request message. The first driving negotiation apparatus 200 amay transmit the negotiation capability or non-negotiation capability message to the first vehicle by broadcasting based on the cooperation request message.When the driving negotiations for the driving negotiation request vehicle are completed as a result of the execution in operation S 102, the first driving negotiation apparatus 200 amay generate a first packet, generate the information on the state of the plurality of first vehicles within first coverage of the first driving negotiation apparatus 200 a(or the first RSU 100 a) in operation S 104, generate a first packet including state information of the plurality of first vehicles, and transmit the first packet to an adjacent second driving negotiation apparatus 200 bin operation S 106.The first packet is information transmitted to the adjacent second travel negotiation apparatus 200 band may include state information of the first vehicle within the first cover of the first RSU 100 a. The vehicle state information may include vehicle identification information, a fault, etc. The second driving negotiation apparatus 200 bmay refer to a driving negotiation apparatus mounted on the second RSU 100 binstalled on a following road of the first driving negotiation apparatus 200 a(or the first RSU 100 a) based on the traveling direction of the vehicle.If a plurality of first vehicles are present within the first cover, the first travel negotiation apparatus 200 amay generate information on the state of the first vehicles in a tabular form. The first travel negotiation apparatus 200 amay generate the first packet including the information on the state of the first vehicles generated in a table form, and transmit the first packet to the adjacent second travel negotiation apparatus 200 b.The first packet may include at least one of the coverage flags, a vehicle identifier, and status information (i.e., a failure mode).For example, as illustrated in FIG. 4, the first packet may consist of eight bytes. The coverage flags indicate whether a received packet is an inner or outer coverage packet, and may consist of, for example, 1 bit. "0" may refer to an inner coverage and '1' to an outer coverage. The coverage flags help check whether the received packet is a packet received from the driving negotiation apparatus 200 (the RSU 100) of an adjacent (or outer) coverage or an inner coverage packet. The vehicle identifier indicates the identifier of a vehicle that is present within the corresponding cover, and may be a unique value. The vehicle identifier may be, for example, 31 bits long. The failure mode is a flag for determining whether a vehicle is faulty, and may refer to 0 (normal) or 1 (failure). The fault mode may be, for example, 8 bits long. A reserved bit may be used for later increase in the number of vehicles or for storing other information. The reserved bit may be 24 bits long, for example.In an operation S 110, the second driving negotiation apparatus 200 bdetermines whether a vehicle in the failure state exists in the first packet by analyzing the first packet in an operation S 108. The second driving negotiation apparatus 200 bmay determine whether the vehicle is in the failure state by identifying the state information (i.e., the failure mode) of the first packet.If the vehicle is in the failure state as a result of the determination in operation S 110, the second travel negotiation apparatus 200 btransmits failure vehicle information to at least one second vehicle within the coverage of the second travel negotiation apparatus 200 b(or the second RSU 100 b) by broadcast in operation S 112.The second travel negotiation apparatus 200 bmay broadcast the fact that the preceding vehicle is on a leading road in a faulty (or abnormal) situation. In response, the at least one second vehicle that has received the fault vehicle information may change its driving strategy as appropriate for the faulty (or abnormal) vehicle on the leading road. The second driving negotiation apparatus 200 bmay recognize that there is a problem in the preceding vehicle traveling on the leading road by analyzing the first packet received from the first driving negotiation apparatus 200 a, thereby enabling more robust driving negotiation.In an operation S 114, the second driving negotiation apparatus 200 bmay generate a second packet including state information of the at least one second vehicle and state information of the plurality of first vehicles. In an operation S 116, the second travel negotiation apparatus 200 bmay transmit the second packet to the third travel negotiation apparatus 200 cof an adjacent third RSU 100 c.Accordingly, the second driving negotiation apparatus 200 bmay generate the second packet including the state information of the at least one second vehicle within its second cover and the state information of the plurality of first vehicles received from the first driving negotiation apparatus 200 a.The third driving negotiation apparatus 200 cthat has received the second packet determines whether the vehicle is present in the second packet in the failure state by analyzing the second packet in an operation S 118). In this case, the third driving negotiation apparatus 200 cmay receive the state information of the first vehicles within the first cover and the state information of the second vehicle within the second cover from the second driving negotiation apparatus 200 bin a table form. Accordingly, the third driving negotiation apparatus 200 cmay determine whether the vehicle is present in the failure state by identifying the state information (i.e., the failure mode) of the second packet.When the vehicle is in the failure state as a result of the determination in operation S 120, the third driving negotiation apparatus 200 cmay transmit failure vehicle information to at least one third vehicle within the third cover of the third driving negotiation apparatus 200 c(or the third RSU 100 c) in operation S 122.Accordingly, the third travel negotiation apparatus 200 cmay advertise the fact that the preceding vehicle is on the leading road in the fault situation (or abnormality) by broadcast. The at least one third vehicle that has received the fault vehicle information may change its driving strategy according to the fault vehicle (or abnormal vehicle) on the leading road.The third driving negotiation apparatus 200 cmay recognize that a problem occurs in the preceding vehicle operated on the leading road by analyzing the second packet received from the second driving negotiation apparatus 200 b, thereby enabling more robust driving negotiation.Moreover, the third driving negotiation apparatus 200 cmay transmit, to the fourth driving negotiation apparatus 200 dof an adjacent fourth RSU (not illustrated), a third packet including the state information of the at least one third vehicle, the state information of the at least one second vehicle, and the state information of the plurality of first vehicles.As described above, the first travel negotiation apparatus 200 amay transmit the state information of the first vehicles within the first cover to the second travel negotiation apparatus 200 b. In response, the second driving negotiation apparatus 200 bmay manage the state information of the first vehicles and transmit, to the third driving negotiation apparatus 200 c, the state information of the second vehicle within the second cover and the state information of the first vehicles received from the first driving negotiation apparatus 200 a. In response, the third driving negotiation apparatus 200 cmay manage the state information of the first vehicles and the state information of the second vehicle. As described above, each of the pieces of state information may be added so that the pieces of state information may be moved between the travel negotiation apparatuses 200. If so, the management specification (e.g., a size of the vehicle state information) managed by each of the first to third travel negotiation apparatuses 200 a, 200 b, and 200 cmay be predetermined because resources (e.g., a capacity of a buffer or a communication capacity) of each of the first to third travel negotiation apparatuses 200 a, 200 b, and 200 cmay have been determined.For example, if travel negotiation apparatuses 200 a, 200 b, 200 c, 200 d, 200 e, and 200 fhave been installed as installed in FIG. 5, the state information managed by each of the travel negotiation apparatuses 200 a, 200 b, 200 c, 200 d, 200 e, and 200 fare described. In this case, it is assumed that the management specification of each of the travel negotiation apparatuses 200 a, 200 b, 200 c, 200 d, 200 e, and 200 fhas been set as "3".The second driving negotiation apparatus 200 bmay manage the state information of the first vehicle because the second driving negotiation apparatus 200 bceeds the state information of the first vehicle from the first driving negotiation apparatus 200 a. The state information of the first vehicle may refer to state information of at least one first vehicle within the first cover of the first travel negotiation apparatus 200 a.The second driving negotiation apparatus 200 bmay transmit, to the third driving negotiation apparatus 200 c, second vehicle state information related to state information of at least one second vehicle within its second cover and the first vehicle state information. In an embodiment, the second driving negotiation apparatus 200 bmay generate a second packet including the state information of the second vehicle and the state information of the first vehicle, and transmit the generated second packet to the third driving negotiation apparatus 200 c.The third driving negotiation apparatus 200 cmay manage the second vehicle state information and the first vehicle state information because the third driving negotiation apparatus 200 cmay receive vehicle state information from the second driving negotiation apparatus 200 b. The third driving negotiation apparatus 200 cmay transmit, to the fourth driving negotiation apparatus 200 d, state information of the third vehicle related to state information of at least one third vehicle within its third cover, the state information of the second vehicle, and the state information of the first vehicle. In an embodiment, the third driving negotiation apparatus 200 cmay generate a third packet including the state information of the third vehicle, the state information of the second vehicle, and the state information of the first vehicle, and transmit the generated third packet to the fourth driving negotiation apparatus 200 d.The fourth driving negotiation apparatus 200 dmay manage the first vehicle state information, the second vehicle state information, and the third vehicle state information because the fourth driving negotiation apparatus 200 dmay receive the third vehicle state information, the second vehicle state information, and the first vehicle state information from the third driving negotiation apparatus 200 c. The fourth driving negotiation apparatus 200 dmay transmit, to the fifth driving negotiation apparatus 200 e, fourth vehicle state information related to state information of at least one fourth vehicle within the fourth cover of the fourth driving negotiation apparatus 200 d(or a fourth RSU (not illustrated)), the third vehicle state information, the second vehicle state information, and the first vehicle state information. In an embodiment, the fourth driving negotiation apparatus 200 dmay generate a fourth packet including the fourth vehicle state information, the third vehicle state information, the second vehicle state information, and the first vehicle state information, and transmit the generated fourth packet to the fifth driving negotiation apparatus 200 e.The fifth driving negotiation apparatus 200 emay receive the fourth vehicle state information, the third vehicle state information, the second vehicle state information, and the first vehicle state information from the fourth driving negotiation apparatus 200 d. However, the fifth driving negotiation apparatus 200 emay manage the fourth vehicle state information, the third vehicle state information, and the second vehicle state information because the management specification has been set to "3". In this case, the fifth driving negotiation apparatus 200 emay manage the remaining information on the state of the fourth vehicle, the third vehicle, and the second vehicle except the information on the state of the first vehicle of the first driving negotiation apparatus 200 amost from the fifth driving negotiation apparatus 200 ebased on the driving negotiation apparatus identification information. The fifth driving negotiation apparatus 200 emay transmit, to the sixth driving negotiation apparatus 200 f, fifth vehicle state information related to state information of at least one fifth vehicle within its fifth cover, fourth vehicle state information, third vehicle state information, and second vehicle state information. In an embodiment, the fifth driving negotiation apparatus 200 emay generate a fifth packet including the fifth vehicle state information, the fourth vehicle state information, the third vehicle state information, and the second vehicle state information, and transmit the generated fifth packet to the sixth driving negotiation apparatus 200 f.The sixth driving negotiation apparatus 200 fmay receive the fifth vehicle state information, the fourth vehicle state information, the third vehicle state information, and the second vehicle state information from the fifth driving negotiation apparatus 200 e. However, the sixth driving negotiation apparatus 200 fmay manage the fifth vehicle state information, the fourth vehicle state information, and the third vehicle state information because the management specification has been set to "3".Accordingly, as illustrated in FIG. 6, the first to sixth driving negotiation apparatuses 200 a, 200 b, 200 c, 200 d, 200 e, and 200 fmay manage the information on the state. In an embodiment, the second driving negotiation apparatus 200 bmay manage the information on the state of the first vehicle. The third driving negotiation apparatus 200 cmay manage the information on the state of the first vehicle and the information on the state of the second vehicle. The fourth driving negotiation apparatus 200 dmay manage the information on the state of the first vehicle, the information on the state of the second vehicle, and the information on the state of the third vehicle. The fifth driving negotiation apparatus 200 emay manage the information on the state of the second vehicle, the information on the state of the third vehicle, and the information on the state of the fourth vehicle. The sixth driving negotiation apparatus 200 fmay manage the third vehicle state information, the fourth vehicle state information, and the fifth vehicle state information.If the state information managed by the driving negotiation apparatuses 200 a, 200 b, 200 c, 200 d, 200 e, and 200 fis read in a direction A as illustrated in FIG. 6, the state of the road may be analyzed from the closest one.The management specification (i.e., the size of the state information of the management vehicle) managed by each of the driving negotiation apparatuses 200 a, 200 b, 200 c, 2 200 d, 200 e, and 200 fmay be adjusted based on the road conditions (or a road length) and resources (e.g., a storage capacity and a communication capacity) of the driving negotiation apparatus 200.For example, assuming that each vehicle has state information of 8 bytes, and 100 vehicles are present within the cover of a travel negotiation apparatus 200, the one travel negotiation apparatus 200 may manage state information of 800 bytes. When the management specification (i.e., the size of the vehicle state information) is set to "3", on the average, 2.4 kilobit of data can be transmitted between the travel negotiation apparatuses 200.The driving negotiation apparatus 200 may determine a road state within another part of the coverage based on the vehicle state information managed by the driving negotiation apparatus 200.FIG. 7 is a block diagram schematically illustrating a construction of the travel negotiation apparatus according to an embodiment of the present disclosure.Referring to FIG. 7, the driving negotiation apparatus 200 according to an embodiment of the present disclosure includes a communication module 210, the memory 220, an output module 230, and a processor 240.The communication module 210 is a component for communicating with an adjacent driving negotiation apparatus 200 (or RSU) or a surrounding vehicle via a communication network, and may support vehicle-to-everything (V2X) communication. The communication module 210 may be implemented in various forms, for example, a short-range communication module, a wireless communication module, a mobile communication module, and a wired communication module.The memory 220 is a component that stores data related to an operation of the travel negotiation apparatus 200. In particular, the memory 220 may store an application (or a program or an applet) that enables driving negotiation-related operation and state information of at least one vehicle to be shared within the cover of the driving negotiation apparatus 200 with an adjacent driving negotiation apparatus 200. The stored information may optionally be selected by the processor 240 if necessary. The memory 220 may store various kinds of data generated in a process of executing an operating system or an application (or a program or an applet) for operating the driving negotiation apparatus 200. As the storage 220, a known storage medium may be used. One or more known storage media, for example, ROM, PROM, EPROM, EEPROM, and / or RAM, may be used as the memory 220.The output module 230 may output information regarding driving negotiations and vehicle state information under the control of the processor 240. The output module 230 may include a display module (not illustrated) and an audio module (not illustrated). The display module plays a role in displaying information regarding driving negotiations and vehicle state information under the control of the processor 240. The display module may be implemented with, for example, a thin film transistor liquid crystal display (TFT LCD), a light emitting diode display (LED), an organic LED display (OLED), an active matrix OLED display (AMOLED), or a flexible display panel. The audio module may output information related to driving negotiations and vehicle state information under the control of the processor 240. The audio module may include, for example, a speaker.The processor 240 may be in communication with the communication module 210, the memory 220, and the output module 230. The processor 240 may be implemented with at least one of a central processing unit (CPU), an application specific integrated circuit (ASIC), a digital signal processor (DSP), programmable logic devices (PLD), field programmable gate arrays (FPGAs), a microcontroller unit (MCU), and / or a system-on-a-chip (SoC). The processor 240 may be constructed to control a plurality of hardware or software components connected to the processor 240 by operating an operating system or an application, performing various types of data processing and operations, executing at least one instruction stored in the memory 220, and storing the results of the execution and the corresponding data in the memory 220.The processor 240 may execute an operation for guiding driving negotiations.The processor 240 may generate a packet including information about the state of a plurality of vehicles within the cover of the travel negotiation apparatus 200, and transmit the packet to an adjacent travel negotiation apparatus 200.Hereinafter, an operation of the processor 240 will be described in detail.An operation of the processor 240 may be different depending on whether the driving negotiation apparatus 200 is the first driving negotiation apparatus 200 athat performs driving negotiations or whether the driving negotiation apparatus 200 is the second driving negotiation apparatus 200 bthat is adjacent to the first driving negotiation apparatus 200 athat performs driving negotiations.First, an operation of the processor 240 when the travel negotiation apparatus 200 is the first travel negotiation apparatus 200 athat performs travel negotiations will be described.The processor 240 may perform driving negotiations of a driving negotiation request vehicle.Upon completing the driving negotiations, the processor 240 may generate a first packet including state information of a plurality of first vehicles within the cover of the first driving negotiation apparatus 200 aand transmit the first packet to an adjacent second driving negotiation apparatus 200 b.In performing the driving negotiations of the driving negotiation request vehicle, the processor 240 may receive a cooperation request message from the driving negotiation request vehicle and receive cooperation response messages from the plurality of first vehicles. The cooperation request message may include vehicle identification information, a time stamp, negotiation request data, and state information. The cooperation response message may include vehicle identification information, a time stamp, negotiation response data, state information, and message identification information. The negotiation response data may include the response value of the negotiations of the second vehicle itself and information required for the negotiations. The response value of the negotiations may include data items for approval or rejection. The state information may include failure of a vehicle.The processor 240 may identify state information of the plurality of first vehicles within the first cover based on the cooperation request message and the cooperation response message. When the state information of the plurality of first vehicles is identified within the first cover, the processor 240 may generate a first packet including first vehicle state information indicating the state information of the plurality of first vehicles. The first packet may include driving negotiation apparatus identification information, coverage flags, a vehicle identifier, and state information (i.e., failure mode).Next, an operation of the processor 240 when the travel negotiation apparatus 200 is the second travel negotiation apparatus 200 badjacent to the first travel negotiation apparatus 200 athat performs the travel negotiation will be described.Upon receiving a first packet from the first driving negotiation apparatus 200 a, the processor 240 may determine whether the vehicle is in the fault state by analyzing the first packet. In one embodiment, processor 240 may determine whether the vehicle is present in the fault state by identifying the state information field (i.e., fault mode) of the first packet.If the vehicle is present in the first packet in the fault state, the processor 240 may send fault vehicle information to at least one second vehicle within the second cover of the second driving negotiation apparatus 200 b. The processor 240 may broadcast the fact that a preceding vehicle is on a leading road in a fault situation (or abnormality). In response, the at least one second vehicle that has received the fault vehicle information may change its driving strategy as appropriate for the faulty (or abnormal) vehicle on the leading road. The processor 240 may recognize that there is a problem in the preceding vehicle traveling on the leading road by analyzing the first packet received from the first driving negotiation apparatus 200 a, thereby enabling more robust driving negotiation.The processor 240 may generate a second packet including state information of the at least one second vehicle and state information of the plurality of first vehicles, and transmit the second packet to an adjacent third driving negotiation apparatus 200 c. In an embodiment, the processor 240 may generate the second packet including the state information of the at least one second vehicle within the second cover and the state information of the plurality of first vehicles received from the first driving negotiation apparatus 200 a. Thereafter, the processor 240 may transmit the second packet to an adjacent third driving negotiation apparatus 200c.The management specification (i.e., the size of the management vehicle state information) managed by the driving negotiation apparatus 200 may be predetermined because resources (e.g., the capacity of the memory 220 and a communication capacity) of the driving negotiation apparatus 200 have been determined. Accordingly, the processor 240 may manage state information received from the traveling negotiation apparatus 200 on a leading road in a size corresponding to the management specification.Moreover, the management specification (i.e., the size of the information on the vehicle state) managed by the driving negotiation apparatus 200 may be adjusted based on the road conditions (e.g., a road length) and resources (e.g., the capacity of the memory 220 and a communication capacity) of the driving negotiation apparatus 200. If a packet including state information is transmitted indefinitely, the internal memory 220 (or buffer) of the travel negotiation apparatus 200 may become insufficient or the speed of transmission of data of the travel negotiation apparatus 200 may be limited. Accordingly, the driving negotiation apparatus 200 may set the management specification (i.e., the size of the vehicle state information) to match a situation and overwrite vehicle state information based on the management specification (i.e., the size of the vehicle state information) when receiving the state information from an adjacent driving negotiation apparatus 200.FIG. 8 is a diagram for describing a travel negotiation method of the travel negotiation apparatus dualized according to an embodiment of the present disclosure.Referring to FIG. 8, the slave driving negotiation apparatus determines whether the master driving negotiation apparatus is in the abnormal state in operation S 802. In one embodiment, the slave travel negotiation apparatus may send a clock packet to the master travel negotiation apparatus at regular intervals to determine the state of the master travel negotiation apparatus. The master driving negotiation apparatus may send a response packet for the clock packet to the slave driving negotiation apparatus in the normal state. The master travel negotiation apparatus cannot send a response packet for the clock packet to the slave travel negotiation apparatus in the abnormal state. Accordingly, the slave travel negotiation apparatus may determine that the master travel negotiation apparatus is in the abnormal state if no response packet for the clock packet is received from the master travel negotiation apparatus.When the master travel negotiation apparatus is in the abnormal state as a result of the determination in operation S 802, the slave travel negotiation apparatus becomes a master in operation S 804 and performs travel negotiations within the coverage of the travel negotiation apparatus in operation S 806. Accordingly, when the master travel negotiation apparatus is in the abnormal state, the slave travel negotiation apparatus can become a master and execute a role as a master travel negotiation apparatus.During execution of operation S 806, the slave travel negotiation apparatus that has become a master determines whether the state of the master travel negotiation apparatus has returned to the normal state in operation S 808.During the execution of the driving negotiations within the cover, the slave driving negotiation apparatus that has become the master can transmit a clock packet to the master driving negotiation apparatus at regular intervals. When the slave travel negotiation apparatus which has become the master receives a response packet for the clock packet from the master travel negotiation apparatus, it may determine that the state of the master travel negotiation apparatus has returned to the normal state.When it is determined that the state of the master travel negotiation apparatus has returned to the normal state as a result of the determination in operation S 808, the slave travel negotiation apparatus that has become the master passes the role of the master to the master travel negotiation apparatus and operates as the slave again in operation S 810.The driving negotiation method and apparatus according to the embodiments of the present disclosure may support driving negotiations within a wider range by exchanging information between the driving negotiation apparatuses installed in various RSUs by enabling driving negotiations of vehicles within the coverage of the RSUs installed in roads.Moreover, the driving negotiation method and apparatus according to the embodiments of the present disclosure may modify a driving strategy appropriately for a faulty (or abnormal) vehicle on a main road, and even perform the optimization of the road by obtaining, via the driving negotiation apparatus, state information of a vehicle on a main road that is not included in the coverage of a corresponding RSU.The terms "module", "unit", or the like used in this specification may include a unit implemented as hardware, software, or firmware, and may be used interchangeably with a term such as logic, a logic block, a unit, or a circuit. The "module", "unit", or the like may be an integrated part or a minimal unit of the part or a part thereof that performs one or more functions. For example, the "module", "unit", or the like may be implemented in the form of an application specific integrated circuit (ASIC), according to an embodiment. In addition, an implementation described in this description can be realized, for example, as a method or process, apparatus, software program, data stream or signal. Although the present disclosure has been discussed in the context of only a single form of implementation (e.g., only as a method), implementation of a discussed characteristic may also be implemented in a different form (e.g., as an apparatus or program). The apparatus may be implemented as appropriate hardware, software or firmware. The method may be implemented in an apparatus, such as a processor, that generally relates to a processing device, including a computer, a microprocessor, an integrated circuit, or a programmable logic device, for example. The processor includes a communication device, such as a computer, a mobile phone, a mobile phone / personal digital assistant ("PDA"), and another device that facilitates communication of information between end users.The present disclosure has been described above with reference to the embodiments illustrated in the accompanying drawings, but the embodiments are for illustrative purposes only. One having ordinary skill in the art to which the present disclosure pertains should understand that various modifications and other equivalent embodiments are possible from the embodiments. Accordingly, the technical scope of protection of the present disclosure should be determined by the appended claims.
Claims
A driving negotiation method, comprising: transmitting, by a first processor of a first driving negotiation apparatus of a first roadside unit (RSU), a first packet comprising state information of a plurality of first vehicles within a first coverage of the first RSU to a second driving negotiation apparatus of an adjacent second RSU when driving negotiations are completed; broadcasting, by a second processor of the second driving negotiation apparatus, fault vehicle information to at least one second vehicle within the second coverage of the second RSU when a vehicle is present in a fault state in the first packet; and transmitting, by the second processor, a second packet including status information of the at least one second vehicle and the status information of the plurality of first vehicles to a third driving negotiation apparatus of an adjacent third RSU.A driving negotiation apparatus comprising: a communication module configured to support vehicle-to-everything (VTX) communication; and a processor connected to the communication module, wherein the processor is configured to transmit, to an adjacent driving negotiation apparatus, a first packet including state information of a plurality of first vehicles within the coverage of the driving negotiation apparatus when driving negotiations of a driving negotiation request vehicle are completed.The driving negotiation apparatus according to claim 2, wherein the processor is configured to: when a cooperation request message is received from the driving negotiation request vehicle, complete the driving negotiations of the driving negotiation request vehicle by: generating a cooperation relay message including a type code of additional information necessary for negotiations in the cooperation request message, broadcast the cooperation relay message to the plurality of first vehicles, receive cooperation response messages corresponding to the cooperation relay message from the plurality of first vehicles, and transmit a negotiation capability or non-negotiation capability message to the driving negotiation request vehicle based on the cooperation response message.The driving negotiation apparatus according to any one of claims 2 to 3, wherein the first packet includes at least one of driving negotiation apparatus identification information, coverage flags, a vehicle identifier, or a failure mode.The driving negotiation apparatus according to claim 4, wherein: the coverage flags include an inner coverage and an outer coverage, and the state information indicates whether a corresponding vehicle is faulty.The driving negotiation apparatus according to any one of claims 2 to 5, wherein the adjacent driving negotiation apparatus is installed on a following road of the driving negotiation apparatus in a traveling direction of the driving negotiation request vehicle.The driving negotiation apparatus according to any one of claims 2 to 6, wherein the processor is configured to, upon receiving a packet from the adjacent driving negotiation apparatus, analyze the received packet and transmit information on a faulty vehicle to at least one vehicle within the cover of the driving negotiation apparatus if a vehicle is present in the received packet in a fault state.The driving negotiation apparatus according to claim 7, wherein the adjacent driving negotiation apparatus is installed on a road running in a traveling direction of the driving negotiation request vehicle.The driving negotiation apparatus according to claim 7, wherein the processor is configured to transmit, to an adjacent driving negotiation apparatus, a packet comprising state information of the at least one vehicle included in the received packet and the state information of the plurality of first vehicles.The driving negotiation apparatus according to any one of claims 2 to 9, wherein a size of vehicle state information managed by the driving negotiation apparatus is adjusted depending on resources of the driving negotiation apparatus.