Traffic-Risk Response System and Method Including Accident-Determination-Linked, Trajectory-Based Selective Local Direct Dissemination and Multi-Path Incident Reporting Control

Abstract

The present invention relates to a traffic risk response system and method comprising selective local direct propagation and multi-path reporting control based on movement trajectories linked to accident judgment. A judgment terminal determines an accident state by fusing accident candidate data with location, speed, direction of travel, and movement trajectory, and generates accident event identification information and an accident state version. An accident detection device, a judgment terminal, or a direct broadcasting device directly propagates a local risk data set to a rear warning target path independently of control reception and the availability of a wide-area communication path. A mobile approach risk observation device generates an approach risk data set based on the speed, deceleration rate, remaining distance, and estimated collision time of an approaching vehicle, and propagates it independently to the approaching vehicle / rear direction, the risk occurrence point / site direction, and the control direction.

Description

Technology Field

[0001] The present invention relates to a traffic safety information processing technology that detects and determines traffic accidents or road hazards occurring in a vehicle or moving object, generates a hazard event based on user input, and transmits corresponding hazard information to at least one of surrounding or rear vehicles, roadside infrastructure, and a control system.

[0003] More specifically, the present invention relates to a technology in which an accident detection device detects an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or change of attitude and transmits accident candidate data to a judgment terminal, and the judgment terminal determines an accident state by fusing the accident candidate data with at least one of location, speed, direction of travel, movement trajectory, and vehicle state information, and then transmits back an accident judgment result including accident event identification information and a state version to the accident detection device or a direct broadcasting device, and at least one of the accident detection device, the judgment terminal, or the direct broadcasting device directly propagates a local risk data set to a surrounding or rear receiving node via a local direct communication path that does not necessarily pass through a relay of a control system or a mobile communication network based on the accident judgment result.

[0005] In addition, the present invention relates to a technology that generates rear warning target path information approaching a point of danger from a recent movement trajectory, and selectively determines whether to execute danger guidance or subsequent re-propagation by comparing at least one of the current location of the receiving vehicle, the road, the direction of travel, the lane, the vertical road layer, and the estimated time of arrival with the rear warning target path information.

[0007] Furthermore, the present invention relates to a traffic risk response technology that converts and relays risk information between two or more heterogeneous communication methods among local direct communication, vehicle-to-object direct communication, and wide-area communication, and suppresses at least one of duplicate broadcasting, duplicate guidance, duplicate reporting, or duplicate vehicle control for the same traffic risk event on multiple routes based on risk event identification information and status version.

[0009] Furthermore, the present invention relates to a technology for creating and updating a hierarchical common accident state object comprising at least one of accident event identification information, accident status code, status version, creation time, validity time, and transmission path identification information to commonly identify the same accident event in a control path and a local direct propagation path, and for consistently managing at least some of the state lifecycles of accident candidate, accident estimation, accident confirmation, accident update, accident cancellation, and accident termination, as well as duplicate reception and duplicate guidance of multiple paths.

[0011] Furthermore, the present invention relates to a reporting coordination technology that assigns a responsible node for each processing step in an environment where multiple incident processing nodes cooperatively perform an incident processing procedure, grants a valid final reporting authority to a single node for the same incident and the same reporting target agency, and transfers the completed processing result, incomplete processing steps, and increased reporting authority generation value to a subsequent node in the event of failure, communication failure, or exceeding of the processing deadline of the node holding the reporting authority.

[0013] In addition, the present invention relates to a multi-path reporting integration technology that normalizes reporting information received by a control system through multiple communication paths into a common incident schema and merges it into a single incident, selects or generates at least one of representative reporting information, a representative contact channel, and a dispatch idempotent key, and suppresses at least one of duplicate reception, duplicate reporting, and duplicate dispatch instructions for the same incident.

[0015] Each of the above technologies is based on a common technical concept of consistently managing the state lifecycle of the same accident event in the control path and the local direct propagation path by utilizing the same accident event identification information and a state version indicating the up-to-date status. Background Technology

[0017] In the event of a traffic accident, drivers may find it difficult to directly operate mobile terminals or vehicle devices due to injuries, reduced consciousness, panic, or the rollover or deformation of the vehicle. Accordingly, automatic accident reporting technology is being utilized to detect at least one of the following: impact, rollover, sudden change in posture, abnormal deceleration, or a stationary state after an accident; to automatically generate accident-related information and transmit it to a control center or emergency rescue agency.

[0019] In-vehicle emergency notification systems or telematics devices can transmit accident information externally using the vehicle's electronic control unit, airbag deployment signals, vehicle location information, and mobile communication networks. However, such in-vehicle systems are difficult to apply to vehicles without such functions installed, older vehicles, motorcycles, personal mobility devices, or vehicles where interoperability with the vehicle's electronic control system is limited, and they may be dependent on interfaces or communication standards specific to each vehicle manufacturer.

[0021] Accident detection devices that are rear-mounted, attached, mounted, or installed in vehicles have the advantage of being usable regardless of vehicle replacement and can be distributed at a relatively low cost. However, such accident detection devices may not be equipped with their own location measurement, high-performance computing, or wide-area communication functions, and may rely on judgment terminals, such as smartphones carried by the driver or passengers, to determine whether an accident has occurred or to transmit accident information.

[0023] The judgment terminal can perform precise accident judgment by distinguishing between actual vehicle collision, passing over speed bumps or uneven surfaces, sudden braking, impact from closing a vehicle door, simple dropping of the accident detection device, or movement of the device by a user, using at least one of location, speed, direction of travel, acceleration, angular velocity, change in attitude, movement trajectory, and movement state after an accident. However, the continuity of accident judgment and subsequent reporting may be reduced depending on the application execution status of the judgment terminal, background execution restrictions, battery status, communication status, or whether the judgment terminal is damaged due to an accident.

[0025] Therefore, a technology is required to control the direct propagation of risk information to surrounding or rear vehicles by fusion of accident candidate data detected by an accident detection device with at least one of the location, speed, direction of travel, trajectory of travel, and vehicle status information of a vehicle or moving body, and by transmitting the determination result to an accident detection device or a separate direct broadcasting device.

[0027] Meanwhile, an accident detection device or direct broadcasting device permanently installed in the vehicle may be operated by the vehicle power supply, internal rechargeable battery, primary battery, supercapacitor, or a combination thereof. However, internal rechargeable batteries or auxiliary power supplies have finite energy capacity and self-discharge characteristics, and the remaining power available at the time of an accident may decrease due to long-term storage, repeated charging and discharging, and the consumption of standby power.

[0029] In particular, the vehicle interior or trunk may be exposed to high or low temperatures depending on the season, solar radiation, and parking environment. Such temperature variations can affect the effective capacity, internal resistance, charging efficiency, discharge characteristics, and degradation rate of the battery, and the actual usable time and the power available for emergency transmission may differ even at the same indicated remaining capacity.

[0031] If the accident detection device monitors for impacts or rollovers while parked and receives danger information broadcast by other vehicles while driving, power consumption may be continuous due to sensor sampling, local inter-communication, standby, and periodic advertisements. If the reception function is activated only when an accident occurs, it is difficult for rear vehicles to receive forward danger information in a timely manner; conversely, if the reception function is continuously maintained at maximum activation, battery life may decrease.

[0033] Therefore, it is necessary to differentially control at least one of the sensor sampling cycle, local interlocking communication cycle, direct communication reception cycle or reception active time, transmission output, and warning light / sound output according to at least one of the following: whether the vehicle is moving, the vehicle power connection status, the connection status with the judgment terminal, whether a danger event has occurred, the communication status, the battery level, temperature, and the degree of degradation. In addition, it is necessary to secure reserve power required for accident candidate detection, transmission and reception of emergency danger information, and reception of cancellation and termination status while reducing normal power consumption.

[0035] Conventional automatic accident reporting technology focuses on transmitting the fact and location of an accident to a control center or emergency rescue agency using a mobile communication network. However, on highways, expressways, tunnels, bridges, underpasses, curved roads, or roads with limited visibility, a secondary collision may occur because vehicles approaching from behind immediately after the initial accident fail to recognize the accident site and slow down sufficiently.

[0037] In a structure where accident information is transmitted from the accident vehicle to the control system, undergoes reception, verification, processing, and guidance target selection procedures, and is then delivered to the rear vehicle, delays may occur due to round-trip communication and processing.

[0039] Furthermore, accident information may not be transmitted to rear vehicles in a timely manner if tunnels, mountainous areas, base station failures, mobile network congestion, disaster situations, or control system failures occur. Therefore, an independent local safety path is required that allows the accident vehicle or a device equipped on the accident vehicle to directly transmit danger information to surrounding or rear vehicles without waiting for the control system to complete processing or the mobile network to become available.

[0041] LoRa, sub-gigabit direct communication, low-power long-range direct communication, BLE long-range communication, Wi-Fi direct communication, or vehicle-to-object direct communication can be utilized for such local direct propagation. However, general smartphones are often not equipped with dedicated communication modules for transmitting and receiving LoRa, sub-gigabit direct communication, or automotive V2X direct communication signals.

[0043] Accordingly, local risk information needs to be received by at least one of an external wireless receiving terminal, an accident detection device, a direct broadcasting device, a vehicle-mounted communication device, a vehicle infotainment system, a telematics control unit, an onboard unit, a vehicle communication gateway, or a vehicle-to-object communication device. The received risk information can be transmitted to a user mobile terminal, such as a smartphone, or a vehicle-mounted electronic device via BLE, Wi-Fi, USB, wired serial communication, CAN, vehicle Ethernet, or an in-vehicle communication network.

[0045] In addition, LoRa or sub-gigabit local communication methods used in conventional vehicles and DSRC, WAVE, C-V2X, LTE-V2X, or NR-V2X methods used in autonomous or connected vehicles may differ in physical layer and message format. Therefore, in an environment where conventional vehicles without vehicle-to-object communication capabilities at the time of delivery and autonomous vehicles are mixed, heterogeneous communication interoperability is required to mutually convert or map at least one of the risk type, occurrence location, road section, direction of travel, lane, validity period, and state version between local risk data and risk messages for vehicle-to-object communication.

[0047] Meanwhile, wireless signals from LoRa or sub-gigabit direct communication can reach the surrounding space without physically distinguishing road lane boundaries, direction of travel, intersection branching relationships, entrance ramps, or vertical road layers. The actual signal reach range can also be irregularly formed depending on antenna characteristics, transmission power, vehicle shielding, road shape, structures, reflection, diffraction, and radio interference.

[0049] Accordingly, the same risk information may be received by vehicles located on lanes physically adjacent to the accident road but traveling in opposite directions, parallel roads, overlapping roads above or below, or other entrance ramps or branching paths. If a warning is issued based solely on reception status or straight-line distance from the accident site, unnecessary guidance may be provided to vehicles not actually approaching the point of danger, or subsequent re-propagation may spread along unrelated roads.

[0051] Simply limiting the direction or transmission power of the transmitting antenna may make it difficult to reliably distinguish warning target paths on curved roads, intersections, tunnels, overpasses, underpasses, and multiple entry and branching sections. Therefore, it is necessary to determine the upstream direction of the vehicle flow entering the danger point based on the temporal arrangement and connectivity of the recent road sections actually traversed by vehicles prior to the occurrence of the danger event.

[0053] In addition, it is necessary to determine whether to provide a danger warning and whether to subsequently re-propagate by comparing or matching at least one of the rear warning target route information based on the recent travel route with the receiving vehicle's current road section, direction of travel, lane, vertical road layer, recent travel trajectory, or planned driving route. This is intended to logically suppress unnecessary guidance and re-propagation by having the receiving node determine whether the route matches, rather than limiting the physical reach of the wireless signal to a specific road.

[0055] Conventional vehicle-to-vehicle hazard information propagation, ad-hoc communication, mesh communication, or multi-hop communication generally focuses on extending the propagation range based on the retransmission of received messages, the number of hops, transmission lifespan, communication quality, or relay suitability. However, if all receiving vehicles repeatedly transmit the same hazard information, communication collisions, channel congestion, and duplicate guidance may increase.

[0057] Therefore, the receiving vehicle needs to independently determine whether to execute the danger warning for its own vehicle and whether to re-transmit it to other vehicles behind it. When multiple vehicles receive the same danger information, it is necessary to determine a representative relay node, re-transmission priority, or re-transmission waiting time based on at least one of the distance from the accident site, distance from the previous transmitting node, communication quality, power status, distribution of vehicles behind it, road connection relationships, and the expected expansion of the propagation range, and to suppress unnecessary duplicate re-transmission.

[0059] Meanwhile, relying solely on transmitting risk information from the accident site to the rear or upstream of traffic flow may make it difficult to promptly identify the occurrence or update status of approaching hazards proceeding from the rear toward the accident site. In particular, if risk information regarding approaching vehicles is transmitted to the site only through a control system or mobile communication network, warnings to personnel at the site may be delayed due to communication delays, network failures, or delays in control processing.

[0061] Accordingly, a reverse propagation path is required that allows approach risk information generated from at least one of a vehicle-side device, a roadside device, a control system, or another risk assessment node to be locally and directly propagated in the direction of the risk occurrence point, which is opposite to the propagation direction of the original risk information. In this case, the approach risk information is linked to the original accident event identification information and may include at least one of an approach risk state version distinct from the accident state version, a time of creation, a valid time, an approach direction, an approach lane, a remaining distance, an estimated time of arrival, or an approach risk grade.

[0063] An accident detection device, on-site safety pole, on-site warning light, direct broadcasting device, mobile terminal, or wearable device located at the point of danger must receive the above approach risk information through a local direct communication path that does not necessarily go through relay of a control system, wide-area server, or mobile communication network, and must provide guidance on the danger of an approaching vehicle to the person staying at the site in at least one of sound, siren, flashing light, vibration, screen, or haptic.

[0065] In addition, the on-site safety pole or direct broadcasting device needs to transmit the received access risk information to the wearable device of the person staying at the site through an on-site interconnected communication path such as BLE.

[0067] Meanwhile, a technology is disclosed that establishes a virtual safety zone of a work area based on a number of work area display devices, determines the possibility of a collision or the expected collision time between an approaching vehicle and a worker using direct vehicle-to-object communication, and provides a warning to a device worn by the worker.

[0069] However, this technology determines the possibility of collision based on the geofence of the work area and the location of the worker, and does not clearly present a configuration that links and manages the original accident event identification information corresponding to the accident judgment result with an approach risk state version distinguished from the accident state version, determines the non-decelerated approach state by comparing the actual deceleration rate of the approaching vehicle with the required deceleration rate for collision-free stopping, and propagates the judgment result to multiple independent paths such as the approaching vehicle or rear direction, the point of danger or site direction, and the control direction.

[0071] In addition, it does not clearly present a configuration for selecting local direct propagation targets using rear warning target path information based on the reverse arrangement of recent movement trajectories or road connection relationships, and for directly propagating the approach risk data set in the direction of the risk occurrence point, which is opposite to the propagation direction of the original risk information.

[0073] If danger information is broadcast immediately upon exceeding the sensor threshold of the accident detection device, false alarms caused by speed bumps, uneven surfaces, sudden braking, or device drop may spread to surrounding vehicles. Conversely, if no information is transmitted until the accident status determination by the judgment terminal is complete, rear warnings may be delayed in the event of a serious collision or rollover.

[0075] Therefore, it is necessary to distinguish at least some of the states among accident candidate, accident presumption, accident confirmation, accident update, accident cancellation, and accident termination, and to differentially control broadcast content, broadcast timing, validity period, and guidance level according to judgment reliability and risk level.

[0077] In addition, in the event of direct propagation failure of the accident detection device, deterioration of power status, or disconnection of communication between devices, it is necessary to suppress unnecessary duplicate broadcasting by having the judgment terminal or other processing node perform parallel or alternative broadcasting.

[0079] If accident information transmitted through the control system path and risk information broadcast through the local direct propagation path use different event identification systems or status management systems, multiple warnings for the same accident may be duplicated, or accident update, cancellation, or termination information generated in one path may not be reflected in another path.

[0081] Therefore, it is necessary to consistently manage the latest valid status of the same accident event and suppress duplicate notifications and expired warnings by using at least one of accident event identification information, status code, status version, creation time, validity period, and integrity verification information that is commonly used or mutually corresponding in two or more of the control path, local direct propagation path, vehicle-to-object communication path, and relay path.

[0083] Meanwhile, a single vehicle or mobile body may contain multiple accident processing nodes, such as accident detection devices, judgment terminals, direct broadcasting devices, black boxes, OBD terminals, vehicle-mounted emergency notification devices, vehicle infotainment systems, telematics devices, and autonomous driving control devices. If multiple nodes each detect the same accident and perform automatic reporting simultaneously, duplicate reporting may occur; conversely, if each node withholds reporting in anticipation of another node's reporting, omission of reporting may occur.

[0085] Therefore, it is necessary to grant valid final reporting authority to one of the multiple incident processing nodes, and to control the remaining nodes to provide reinforcement information while suppressing the final automatic reporting. If a failure, power outage, communication failure, or exceeding of the processing deadline occurs in the node with reporting authority, it is necessary to transfer the processing status, checkpoint, and reporting authority to the successor node so that the other node can continue incident processing from the unfinished processing stage without repeating the processing stage that has already been completed.

[0087] From the control system's perspective, reports regarding the same accident may arrive duplicately via the cellular route of the judgment terminal, the internal communication route of the accident detection device, the local direct communication gateway, the V2X route, the eCall route, the black box server, the vehicle manufacturer server, the insurance company server, or a third-party reporting platform. If these multiple reports are received as different accident incidents, duplicate reception, duplicate notifications, or duplicate dispatch orders may occur, potentially leading to the unnecessary consumption of emergency rescue resources and control processing resources.

[0089] If the determination of whether multiple reports are identical is based solely on the condition that their coordinates or addresses are close, separate accidents occurring on parallel roads, overlapping upper or lower roads, in opposite directions of travel, in ramp or branching sections, or in temporally adjacent locations may be incorrectly merged into a single incident.

[0091] Therefore, it is necessary to determine whether the incident is the same by combining at least one of accident event identification information, accident location, road identification information, direction of travel, vertical road layer, time of occurrence, movement trajectory, impact characteristic value, and state version, and to select representative report information and contact channel for multiple reports determined to be the same accident incident, and to suppress duplicate dispatch orders.

[0093] Accordingly, a traffic risk response technology is required that links the detection of accident candidates by an accident detection device with the determination of the accident status by a judgment terminal, performs local direct broadcasting independent of the processing status of the control system based on the determination result, and processes selective rear warnings based on recent movement paths, interoperability of risk information between heterogeneous vehicles, backpropagation of approach risk information in the direction of the risk occurrence point, coordination of reporting authority among multiple nodes, and merging of multi-path reports within a consistent risk state lifecycle. Prior art literature

[0095] Republic of Korea Published Patent Application No. 10-2026-0030789 Republic of Korea Published Patent Application No. 10-2026-0061338 Republic of Korea Published Patent Application No. 10-2026-0033515 Republic of Korea Published Patent Application No. 10-2024-0172141 United States Published Patent Application US 2024 / 0075895 A1 United States Published Patent Application US 2025 / 0069509 A1

[0096] European Telecommunications Standards Institute, ETSI EN 302 637-3, Intelligent Transport Systems; Vehicular Communications; Basic Set of Applications; Part 3: Specifications of Decentralized Environmental NotificationBasic ServiceEuropean Telecommunications Standards Institute, ETSI TS 102 636-4-2, Intelligent Transport Systems; Vehicular Communications;GeoNetworking; Geographical Addressing and ForwardingSAE International, SAE J2735, V2X Communications Message SetDictionaryEuropean Committee for Standardization, EN 15722, IntelligentTransport Systems - eSafety - eCall Minimum Set of Data The problem to be solved

[0097] The primary problem that the present invention aims to solve is to rapidly and directly propagate risk information corresponding to an accident judgment result to surrounding or rear receiving nodes, regardless of whether the wide-area communication network or control system receives and processes it.

[0099] The first subordinate task accompanying the above main task is to jointly manage accident event identification information and accident status versions indicating the up-to-date status, so that the control accident data set and the local risk data set represent the same accident status of the same accident event.

[0101] The second charge system is to suppress redundant and outdated propagation and maintain the latest effective risk information, even if the communication method, device structure, or propagation entity changes.

[0103] The above-mentioned main tasks and assignment systems are specified in the following detailed tasks. Among the detailed tasks below, tasks related to backpropagation of access risks, heterogeneous communication interoperability, multi-node reporting coordination, and multi-path control integration correspond to subsequent tasks regarding the optional embodiments of the present invention.

[0105] The first problem that the present invention aims to solve is to provide an accident determination interlocking structure that can initiate or control local direct propagation by transmitting the accident determination result to the accident detection device or direct broadcasting device, wherein the accident detection device mounted, attached, or provided on a vehicle or moving body detects an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or change of attitude, transmits the accident candidate data to a determination terminal, and the determination terminal determines the accident state by fusing the accident candidate data with at least one of location, speed, direction of travel, movement trajectory, stop state after the accident, and vehicle state information.

[0107] The second problem that the present invention aims to solve is to provide an independent local safety path for preventing secondary collisions even when communication blind spots, network congestion, base station failures, or control system failures occur, by having at least one of an accident detection device, a judgment terminal, or a direct broadcasting device directly transmit a local risk data set to surrounding vehicles or rear vehicles approaching a point of danger independently of whether the control system has received the report or whether a wide-area communication path is available, without waiting for the completion of the reception, verification, relay, and guidance target selection procedures of the control system or mobile communication network.

[0109] The third problem that the present invention aims to solve is to enable standalone, auxiliary, parallel, or alternative direct broadcasting to be performed when one or more of the accident detection device and the judgment terminal are equipped with a local direct communication function. In the event of a failure in the direct radio communication unit of the accident detection device, failure to receive broadcast execution confirmation information, deterioration of the power status, or disconnection of communication between devices after accident judgment, another node takes over the direct broadcasting, and multiple broadcasting nodes share the same accident event identification information and status version to coordinate or suppress unnecessary duplicate broadcasting.

[0111] The fourth problem that the present invention aims to solve is to ensure that the rear warning is not interrupted by merely changing the configuration or removing the function of one of the devices on the accident vehicle side, by allowing the judgment terminal or the direct broadcasting device to perform the direct broadcast using the same accident event identification information and accident status version, even when the accident detection device does not have a local direct communication function or a failure occurs in that function, when the broadcast execution confirmation information is not received within the confirmation period, or when the power status of the accident detection device does not meet the criteria.

[0113] The fifth problem that the present invention aims to solve is to enable at least one of an external wireless receiving terminal, an accident detection device, a direct broadcasting device, a vehicle infotainment system, a telematics control unit, an onboard unit, a vehicle communication gateway, or a vehicle-to-object communication device to receive local risk information and transmit it to a user mobile terminal or a vehicle-mounted electronic device through a local interconnected communication path such as BLE, even in an environment where a general smartphone cannot directly receive LoRa, sub-gigabit direct communication, or vehicle V2X direct communication signals.

[0115] The sixth problem that the present invention aims to solve is to control whether to start, suspend, suppress, or resume at least one of an accident confirmation user interface, automatic reporting, and local direct broadcasting based on at least one of the accident status determination result of a determination terminal, speed and movement status before and after an accident candidate event, road identification information corresponding to the accident location, and road type.

[0117] Accordingly, the purpose is to suppress the spread of false alarms caused by passing over speed bumps or uneven surfaces, sudden braking, device drop, low-speed movement, or temporary disturbances, while simultaneously releasing the suppression or hold to rapidly disseminate risk information when safety priority conditions are met, such as strong impact, rollover, repeated impact, prolonged stop, loss of vehicle power, or user non-response.

[0119] The seventh problem that the present invention aims to solve is to assign at least one of identical or mutually corresponding accident event identification information, accident status code, and status version to a control accident data set transmitted to a control system and a local risk data set propagated through a local direct communication path, so that information transmitted through multiple communication paths is managed to correspond to the same accident status of the same accident event.

[0121] The eighth problem that the present invention aims to solve is to manage changes in accident states, including at least some of accident candidates, accident estimations, accident confirmations, accident updates, accident cancellations, and accident terminations, as a hierarchical common accident state object; to merge information regarding the same accident into a single accident event when such information is received through multiple paths; to update or release risk guidance, direct broadcasting, and re-propagation states according to a state version corresponding to the latest valid state; and to suppress duplicate processing for the same state.

[0123] The ninth problem that the present invention aims to solve is to track and consistently manage at least one of accident event identification information, accident status version, reporting authority generation value, propagation path, processing step, processing result, acknowledgment of receipt, and event merging result from the creation to the termination of an accident event using a layer-common accident status object that is commonly used in the local direct propagation layer, the multiple node reporting coordination layer, and the multipath control integration layer (700).

[0125] The tenth problem that the present invention aims to solve is to extract identification information of one or more road sections that a vehicle passed through before a danger event occurred from recent locations and movement trajectories stored in a circulation buffer of a judgment terminal for a preset time or distance, and to generate rear warning target path information by arranging this information in reverse order or reconstructing the connection relationships between road sections in the upstream direction of traffic flow from the point where the danger occurred.

[0127] In addition, the 10th task is to suppress danger guidance or subsequent re-propagation to unrelated vehicles by comparing and matching at least one of the rear warning target path information and the vehicle's current road section, direction of travel, lane, vertical road layer, recent movement trajectory, or planned driving path, even if LoRa, sub-gigabit direct communication, or equivalent wireless signals reach the surrounding space regardless of the road's direction of travel, lane, branch, and vertical road layer.

[0129] In addition, the 10th task is to reduce the exposure of location information and the amount of communication data by transmitting at least one of the following: a minimum road link identification information, road node identification information, lane identification information, road section arrangement order, and road section connection relationship required for danger guidance and target selection, without broadcasting the entire recent movement trajectory or raw location information, and including at least one of these in the rear warning target path information.

[0131] The 11th problem that the present invention aims to solve is to enable directional selective propagation even in implementations where recent movement trajectories are not stored or the storage interval is short, by generating rear warning target path information not only by the reverse arrangement of recent movement trajectories, but also by searching for upstream road links that can enter the danger point using the connection relationships between road nodes and road links in map information.

[0133] The 12th problem that the present invention aims to solve is to ensure that the receiving node does not output a warning based solely on whether a signal is received or the straight-line distance from the transmitting node, but rather executes a risk guidance when there is a possibility of actual risk exposure by comparing at least one of the following: the location of the risk occurrence, road identification information, direction of travel information, vertical road layer, lane, rear warning target path information, the current location of the vehicle, the driving road, the recent movement trajectory, remaining distance, and estimated time of arrival.

[0135] The 13th problem that the present invention aims to solve is to enable a receiving node to independently determine whether to execute a danger warning for its own vehicle and whether to re-propagate to other rear vehicles. Accordingly, the invention enables re-propagation to expand the rear warning network even if the vehicle itself is not a warning target, or re-propagation to prevent spread to unrelated roads even if guidance for the vehicle itself is necessary.

[0137] Additionally, the 13th task is to determine a representative relay node, re-propagation priority, or re-propagation waiting time based on at least one of the expected propagation area increase, distance from the previous transmitting node, backward distance from the point of danger occurrence, communication quality, received signal strength, power status, road connectivity, and relay suitability when multiple receiving nodes receive the same local risk data set, and to suppress duplicate re-propagation by a non-representative node when another node re-propagates the same or newer state version.

[0139] The 14th problem that the present invention aims to solve is to enable the generation of a passive risk event corresponding to at least one of vehicle breakdown, suspected traffic accident, emergency stop, falling object or obstacle, accident recovery, lane control, road construction, lane work, snow removal, facility restoration, and towing / rescue, and to initiate local direct broadcasting, according to the user's selection, even without the detection of accident candidate events by the accident detection device.

[0141] In addition, Task 14 is to differentially determine at least one of the generateable risk type, validity period, broadcast priority, control report status, and receiver display reliability based on issuer qualification information including issuer type and certification level, and to independently determine whether to perform a control report and whether to perform local direct broadcasting. It is to enable the direct broadcasting device to store passive risk event information so that even if the connection with the judgment terminal is severed, it maintains or terminates independent broadcasting based on the validity period, latest status version, and cancellation / termination information.

[0143] The 15th problem that the present invention aims to solve is to apply the validity period of issuance authority, the regions where issuance is permitted, restrictions on repeated issuance, issuance cancellation, and the preservation of audit logs in order to suppress the misissuance and false issuance of manual risk events by unauthorized or malicious users, while simultaneously releasing said restrictions when safety priority conditions are met so as not to delay the propagation of actual risks.

[0145] The 16th problem that the present invention aims to solve is to ensure the continuity of accident detection and the transmission and reception of risk information while controlling power consumption in consideration of the finite battery capacity, self-discharge, temperature changes, and fluctuations in available power due to degradation of the accident detection device or direct broadcasting device permanently installed in a vehicle. To this end, the invention aims to switch to at least one of a parking standby mode, a driving reception mode, a risk transmission mode, and a low-power emergency mode based on at least one of the following: whether the vehicle is moving, the vehicle power connection status, the connection status with the judgment terminal, whether a risk event has occurred, whether direct broadcasting is executed, the remaining battery level, and the battery temperature and degree of degradation.

[0147] In addition, the 16th task is to control the transmitting and receiving functions of the direct radio communication unit independently or in conjunction with each other, increase the receiving cycle or receiving active time required for receiving forward danger information in a driving state, and decrease it in a parking or stopped state, while maintaining at least one of accident candidate detection, direct broadcasting of emergency danger information, and reception in a canceled or terminated state as a priority even in a low-power state.

[0149] The 17th problem that the present invention aims to solve is to ensure that even when the accident detection function, the accident status determination function, and the local direct propagation function are integrated and implemented in a single housing, a single printed circuit board, a single system-on-chip, or a single processor of a rear-mounted standalone device rather than a vehicle-mounted electronic device, the assignment of accident event identification information and accident status versions, as well as the management of identical status between the control path and the local path, are performed identically, thereby preventing the rear warning system from being neutralized solely by the integration of the device configuration.

[0151] The 18th problem that the present invention aims to solve is to ensure that, even when the post-mounted single-unit integrated device does not have its own wide-area communication unit, it transmits a control accident data set via an external terminal that is responsible only for relaying wide-area communication without performing an accident state determination, while ensuring that the direct propagation of a local risk data set is maintained independently of whether a connection with the external terminal is maintained and whether the control transmission is successful.

[0153] The 19th problem that the present invention aims to solve is to ensure that an independent local safety path is maintained that does not require reception, processing, or retransmission of the control system as an initiation condition, even when direct propagation is not limited to a broadcast method but is performed using any of multicast, group cast, geocast, selective unicast, mesh relay, opportunistic communication, and storage, transport, and transmission methods, and even when control paths run in parallel for the same accident event.

[0155] The 20th problem that the present invention aims to solve is to prevent evasion designs caused by name changes, field rearrangements, layer rearrangements, or relay path bypasses, by ensuring that even if accident event identification information, accident status versions, local direct communication paths, and direct broadcasts are expressed differently according to their names, field names, data structures, storage formats, transmission formats, physical layer methods, or types of relay devices, they are included within the scope of the present invention as long as the technical function of identifying the identity and current status of the same accident event and transmitting risk information backward independently of the reception by the control system and the availability of wide-area communication paths is the same.

[0157] The 21st problem that the present invention aims to solve is to enable industrial utilization encompassing manufacturing, service, platform, and standardization activities by ensuring that the same technical effect is achieved regardless of whether each layer of the present invention is implemented and provided in the form of an aftermarket component, a finished vehicle in-vehicle module, a software development tool, an application programming interface, a communication protocol specification, or a control platform service.

[0159] The 22nd problem that the present invention aims to solve is to provide heterogeneous traffic risk information interoperability that converts risk information between LoRa, sub-gigabit direct communication, or low-power long-range direct communication methods used in existing vehicles and DSRC, WAVE, C-V2X, LTE-V2X, or NR-V2X methods used in autonomous vehicles or connected vehicles.

[0161] In addition, the 22nd task is to enable bidirectional sharing of traffic risk information between existing vehicles and autonomous vehicles by utilizing the first communication unit, the second communication unit, and the protocol conversion unit to convert a local risk data set into a risk message for vehicle-to-object communication, or to convert a risk message for vehicle-to-object communication into a local risk data set, and to maintain or mutually correspond with risk event identification information and state versions.

[0163] In addition, the 22nd task is to suppress duplicate conversion and repeated re-propagation based on at least one of original transmission node identification information, conversion node identification information, recent conversion direction, communication path identification information, number of hops, number of conversions, transmission lifetime, and validity time in order to prevent the same risk information from being repeatedly converted or circulated between the V2X method and the local communication method.

[0165] The 23rd problem that the present invention aims to solve is to locally and directly propagate an approach risk data set generated or provided by at least one of a vehicle-side device, a roadside device, a control system, or another risk assessment node in the direction of the risk occurrence point, which is opposite to the propagation direction of the original risk information.

[0167] In addition, the 23rd task is to include at least one of an approach risk state version, creation time, validity time, approach direction, approach lane, approach speed, remaining distance, estimated time of arrival, estimated time of collision, or approach risk grade linked to original accident event identification information in the approach risk data set, and to independently generate or update the approach risk state version by distinguishing it from the accident state version according to changes in the approach state.

[0169] In addition, the 23rd task is to enable an accident detection device, on-site safety baton, on-site warning light baton, direct broadcasting device, mobile terminal, or wearable device located at or near the point of danger to directly receive the access risk data set through a local direct communication path that does not necessarily go through a relay of a control system, wide-area server, or mobile communication network, and to warn on-site personnel of the access risk.

[0171] In addition, the 23rd task is to transmit access risk information received by the above-mentioned field safety baton, field warning light baton, or direct broadcasting device to a field member's portable terminal or wearable device using at least one of BLE, UWB, Wi-Fi, Wi-Fi Direct, RF, or an equivalent field interoperability communication method.

[0173] In addition, the 23rd task is to enable a direct broadcasting device or a field warning device placed at the point of danger occurrence or upstream thereof to determine the field approach risk based on an approach risk data set received from an external device or by directly detecting at least one of the direction, lane, speed, movement trajectory, remaining distance, and estimated time of arrival of an approaching vehicle.

[0175] In addition, the 23rd task is to provide at least one warning among sound, voice, siren, flashing light, display, vibration, or haptic in the direction where an approaching vehicle is located or is expected to approach, based on the approach risk data set or the result of determining the approach risk at the site, thereby securing time for the evacuation or protective measures of the site personnel.

[0177] Additionally, the 23rd task is to select the latest or priority access risk data set by comparing at least one of the following when multiple access risk data sets corresponding to the same accident event are received: accident event identification information, access risk status version, access risk grade, estimated time of arrival, estimated time of collision, time of creation, and validity period.

[0179] Additionally, Task 23 is to prioritize the processing of access risk data sets corresponding to a newer access risk status version, a higher access risk level, a shorter estimated time of arrival, or a shorter estimated time of collision, and to suppress outdated warnings corresponding to previous status versions, duplicate warnings regarding the same access risk, or duplicate data repeatedly received through multiple communication paths.

[0181] The 24th problem that the present invention aims to solve is to implement the direct broadcasting device that performs the local direct propagation or on-site approach risk warning as a mobile warning robot, autonomous driving safety robot, unmanned vehicle, flying relay device, or drone including a wheeled, tracked, walking, or flying drive unit.

[0183] In addition, the 24th objective is to ensure that the direct broadcasting device determines the broadcasting location or relay location based on at least one of rear warning target path information, distribution of receiving nodes, receiving signal strength, packet reach rate, communication blind spots, rear warning reach range, and road safety area, rather than determining the broadcasting location or relay location based solely on a simple separation distance from the point of danger occurrence.

[0185] The 25th problem that the present invention aims to solve is to ensure that a node dispatched to an accident recovery or road work site is positioned upstream of the point of danger before arriving at the site, thereby determining the non-deceleration status of an approaching vehicle solely through observation by its own sensors, even when driving data is not provided from the approaching vehicle and no danger warning is output for the approaching vehicle, and independently transmitting the determination result to the direction of the rear vehicle, the direction of the point of danger, and the control direction, respectively, so as to protect the site personnel and the rear vehicle simultaneously.

[0187] The 26th problem that the present invention aims to solve is to determine the main responsible node and the reserve responsible node for each processing step when there are multiple accident processing nodes, such as an accident detection device, a judgment terminal, a direct broadcasting device, a black box, an OBD terminal, an in-vehicle emergency notification device, an infotainment system for vehicles, a telematics device, a wearable device, or an autonomous driving control device, in a single vehicle or moving body, and to suppress duplicate reporting and omission of reporting by granting valid final automatic reporting authority to one node for the same accident incident.

[0189] The 27th problem that the present invention aims to solve is to expire, revoke, or invalidate the existing reporting authority when a node holding the final reporting authority or performing the incident processing step is damaged by an accident shock, or becomes power-off, communication failure, application termination, unresponsive, or exceeding the processing deadline, and to grant a new reporting authority to a successor node in which at least one of the reporting authority generation value, epoch value, or fencing value is increased. In addition, the completion status, processing result, processing deadline, checkpoint, and incomplete processing step are handed over to the successor node so that the incident processing continues from the incomplete processing step without repeating the processing step that has already been completed.

[0191] The 28th problem that the present invention aims to solve is to normalize a plurality of report information that has reached a control system through a cellular path of a judgment terminal, a self-communication path of an accident detection device, a local direct communication gateway, a vehicle-to-object communication path, an eCall path, a plurality of applications, a black box server, a vehicle manufacturer or insurance company server, and a third-party reporting platform into a common event schema, and to attribute or merge them into a single accident event based on at least one of accident event identification information, accident location, road identification information, direction of travel, vertical road layer, time of occurrence, movement trajectory, impact feature value, and state version.

[0193] In cases where accident event identification information is missing or different, a probability score for identical events is calculated based on multiple comparison items, and depending on the score, the event is merged into an identical accident, set as a temporary candidate for identical event, or processed as a separate new accident.

[0195] The 29th problem that the present invention aims to solve is to select at least one of a representative report information, a representative contact channel, and a backup contact channel based on at least one of data completeness, judgment reliability, authentication level, timeliness, validity of reporting authority, communication stability, and user responsiveness for multiple report information merged into the same accident event in a control system, and to attribute non-representative report information to supplementary information, evidence data, or backup contact information.

[0197] In addition, Task 29 is to generate a dispatch idempotent key using at least one of accident event identification information or control case number, reporting agency, dispatch type and status version, suppress duplicate reception, duplicate notification, or duplicate dispatch instructions corresponding to the same dispatch idempotent key, or update existing dispatch instructions, and to manage the case merging results and processing history as an audit log.

[0199] The problems that the present invention aims to solve are not limited to those described above, and may include other technical problems that a person skilled in the art can understand from the structure, operation, and embodiments of the invention described below. means of solving the problem

[0201] A traffic risk response system according to an embodiment of the present invention for solving the above problem may include an accident detection device mounted, attached, or provided on a vehicle or moving body, a judgment terminal connected to the accident detection device for local communication, one or more receiving nodes that receive local risk information from the accident detection device or the judgment terminal, and optionally a control system.

[0203] The accident detection device may include a sensor unit that detects at least one of shock, vibration, acceleration, angular velocity, rotation, tilt, change in attitude, rollover, change in power, and change in the physical state of a vehicle or moving body; a control unit that detects a candidate accident event based on the detection result of the sensor unit; a local interlocking communication unit that communicates with the judgment terminal; and a direct radio communication unit that directly broadcasts local risk information to a receiving node in the vicinity or rear.

[0205] The above direct radio communication unit may be integrally provided with the accident detection device, or may be provided with a separate direct broadcasting device connected to the accident detection device or the judgment terminal via wired or wireless connection.

[0207] The above direct broadcasting device receives an accident judgment result or a local risk data set from an accident detection device or a judgment terminal, and can perform at least one of initiating, updating, stopping, and canceling local direct broadcasting based on the accident judgment result or the local risk data set.

[0209] The above-mentioned accident detection device, direct broadcasting device, or on-site warning device may be implemented as a guard-type device, cone-type device, master-type device, safety bar-type device, vehicle power socket-type device, power adapter or charger integrated-type device, vehicle-mounted device, vehicle-integrated device, onboard unit-type device, or a device functionally corresponding to these, depending on the installation type, power supply type, method of coupling with the vehicle, or device role.

[0211] The above vehicle power socket combined device may include a plug portion inserted into or connected to a vehicle's power socket, a power conversion portion, one or more power output portions, and at least one of a local communication portion or a direct radio wave communication portion.

[0213] The vehicle power socket described above may include a cigarette lighter socket, an auxiliary power socket, or a vehicle power interface functionally corresponding thereto. The vehicle power socket combined device may operate using vehicle power and generate, receive, store, update, relay, or directly propagate at least one of accident candidate data, accident judgment results, local risk data sets, or access risk data sets.

[0215] The above-described power adapter or charger integrated device can supply power or provide charging power to an external terminal, user mobile terminal, wearable device, or in-vehicle electronic device through at least one of USB, USB-C, power transmission standards, vehicle power socket, or wired power interface, while performing at least one of local interlocking communication, local direct communication, reception of risk information, direct broadcasting, and relay. In this case, the power supply function or charging function may be integrated with an accident detection function, judgment function, direct propagation function, or control transmission function into a single housing, a single printed circuit board, or a plurality of interconnected modules.

[0217] The above vehicle-mounted device, vehicle-integrated device, or onboard unit combined device may be integrated with or locally connected to at least one of a vehicle onboard unit, a telematics control unit, a vehicle infotainment system, a black box, a vehicle communication gateway, an electronic control unit, a central computing unit, a vehicle charging device, and a vehicle internal communication device. The device may acquire vehicle status information, accident judgment results, or risk data sets through CAN, vehicle Ethernet, serial communication, USB, BLE, Wi-Fi, vehicle-to-object direct communication, or a communication path functionally corresponding thereto, and may directly transmit them to a receiving node or field device outside the vehicle.

[0219] The above installation types and device roles are not mutually exclusive. A single device may be integrated with a vehicle power socket and operate as a master device, be an integrated charger and operate as a direct broadcasting device, or be integrated with an onboard unit and perform two or more of the following functions: accident detection, judgment, direct propagation, and control transmission. Furthermore, the same hardware device may switch to any one of the roles—guard, master, relay, receiver, or direct broadcasting—depending on configuration information, issuer qualification information, installation location, communication status, or the results of role negotiation with peripheral devices.

[0221] The master device described above manages at least one of the device identification information, role, installation type, power supply type, installation location, installation sequence, battery status, vehicle power connection status, communication quality, output status, and assigned radio wave section for multiple devices, and can assign different warning content, output direction, broadcasting cycle, transmission output, or relay role to each device. If the representative device fails to perform control functions due to failure, power shortage, disconnection of vehicle power, or communication interruption, another device may succeed to the representative broadcasting or relay role while maintaining the same accident event identification information and the latest accident status version or access risk status version.

[0223] When the accident detection device detects the accident candidate event, it can generate accident candidate data including at least one of candidate event identification information, sensor raw value, sensor feature value, time of event occurrence, impact magnitude, impact direction, attitude change amount, rollover candidate value, device power status, and device operating status, and transmit it to the judgment terminal.

[0225] The above-mentioned judgment terminal may include at least one of a smartphone, tablet computer, smart glasses, smart goggles, head-mounted display, smartwatch, smart helmet, wearable artificial intelligence terminal, other wearable information processing device, vehicle infotainment system, telematics control unit, onboard unit, vehicle built-in computing unit, vehicle communication gateway, advanced driver assistance system, autonomous driving control unit, and central computing unit of an autonomous vehicle.

[0227] The smart glasses, smart goggles, head-mounted display, smartwatch, smart helmet, or wearable information processing device may include at least one of a camera, a microphone, an accelerometer, a gyroscope, an inertial measurement unit, a position measurement unit, a line of sight or head direction detection unit, a processor, a memory, a local communication unit, and a wide-area communication unit.

[0229] The above-described wearable information processing device can perform at least one of verifying accident candidate data, determining the accident state, generating and acquiring accident event identification information, generating and updating an accident state version, and generating and transmitting a risk data set by using at least one of information acquired by its own sensor and information received from an accident detection device, a vehicle-side device, or an external terminal.

[0232] If the computational performance, power status, or communication status of the above-mentioned wearable information processing device is insufficient to perform a full determination of the accident state, the wearable information processing device may be connected to a smartphone, a vehicle infotainment system, an onboard unit, a telematics control unit, or a vehicle-mounted computing unit for local communication. In this case, the process may be implemented as a distributed determination structure in which some of the acquisition of accident candidate data, feature value extraction, location and direction of travel verification, user response verification, accident state determination, and accident information transmission are performed by the wearable information processing device, while the remainder is performed by the connected device.

[0234] In the case where the smart glasses or other wearable device does not perform processing functions necessary for determining the accident state and receives danger information from a determination terminal or a field receiving node and outputs at least one of a screen, direction arrow, sound, vibration, haptic, remaining distance, estimated arrival time, or recommended evacuation direction, the device may operate as a receiving-side linked terminal or a wearable output device rather than a determination terminal.

[0236] The same smart glasses, smart goggles, smart helmet, or wearable information processing device may perform two or more functions among a judgment terminal, a receiving-side interlocking terminal, a field receiving node, and a wearable output device, depending on the implementation form. In this case, even if each function is implemented in the same housing or processor, it may be functionally distinguished according to the roles of data input, processing, judgment, propagation, and output.

[0238] The above determination terminal can determine the accident state by fusing at least one of the following: the accident candidate data and the location information, speed information, direction of travel information, acceleration information, angular velocity information, movement trajectory information, vehicle connection status, vehicle power status, vehicle driving status, stop status after the accident, and re-movement status after the accident, which are obtained before and after the occurrence of the accident candidate event.

[0240] The above determination terminal can determine whether to initiate at least one of calling a user interface for accident verification, automatic reporting, and local direct broadcasting by further utilizing at least one of road identification information, road type, driving environment, or location area information corresponding to the speed or movement state before and after the occurrence of an accident candidate event and the location where the accident occurred.

[0242] The above-mentioned judgment terminal may suppress or suspend the automatic calling, automatic reporting, or local direct broadcasting of the accident verification user interface when it is determined that there is a low need for automatic response, such as in cases of low-speed movement, stopping, parking, or movement within a parking lot or private property. However, the suppression or suspension may be released if at least one of the following is satisfied: impact magnitude, whether the vehicle has overturned, repeated impacts, prolonged stoppage, loss of vehicle power, user non-response, or preset safety priority conditions.

[0244] The above accident state may include at least one of an accident candidate state, an accident estimation state, an accident confirmed state, an accident update state, an accident cancellation state, and an accident termination state. The judgment terminal may set at least one of judgment reliability, accident severity, propagation priority, propagation validity time, and guidance level differently for each accident state.

[0246] When the above-mentioned judgment terminal determines that an accident candidate event has occurred due to passing over a speed bump or uneven surface, sudden braking, closing of a vehicle door, falling, moving, or separating of an accident detection device, user operation, or temporary disturbance, it determines the accident state as a non-accident state or an accident canceled state and can suppress at least one of generating local risk information, direct broadcasting, or reporting to a control system.

[0248] After determining the accident state, the above-described judgment terminal generates an accident judgment result including at least one of accident event identification information, accident state code, state version, judgment reliability, accident severity, accident location, road identification information, direction of travel information, vertical road layer information, judgment time, and validity time, and can back-transmit the accident judgment result to the accident detection device.

[0250] The above accident detection device can determine at least one of whether to start a direct broadcast, the broadcast time, the broadcast cycle, the number of broadcasts, the broadcast output, the radio wave validity period, and the accident status to be broadcasted, based on the accident judgment result received from the judgment terminal.

[0252] In this specification, local risk information refers to information related to accidents or traffic risks that are subject to local direct propagation, and local risk data set may refer to information formed into one or more data fields or packet structures to transmit said local risk information.

[0254] The accident detection device may generate or update a local risk data set using accident event identification information and accident status information included in the accident judgment result. In another embodiment, the accident detection device may receive the local risk data set generated by the judgment terminal and broadcast it directly to a surrounding or rear receiving node.

[0256] The above local risk data set may include at least one of accident event identification information, accident status code, status version, reporting authority generation value, risk type, accident location, road identification information, direction of travel information, vertical road layer information, time of accident occurrence, judgment reliability, accident severity, propagation validity time, packet sequence number, original transmitting node identification information, current transmitting node identification information, and integrity verification information.

[0258] The direct broadcast by the above-mentioned accident detection device may be a local direct transmission performed without passing through a control system or a wide-area communication network. The above-mentioned local direct transmission may be performed using at least one of sub-GHz band direct communication, low-power long-range direct communication, local broadcast communication, vehicle-to-vehicle direct communication, and direct wireless communication methods functionally corresponding thereto.

[0260] In a specific embodiment, the local direct propagation may use at least one of LoRa direct communication, BLE long-range communication, Wi-Fi Direct, Wi-Fi Aware, DSRC, C-V2X direct communication, or NR-V2X direct communication, but the present invention is not limited to a specific frequency band, modulation method, or communication standard.

[0262] The above judgment terminal can generate a control accident data set based on the above accident judgment result and transmit it to the control system through a wide-area communication path including at least one of cellular communication, vehicle self-communication, satellite communication, affiliated application server, vehicle telematics server, vehicle manufacturer server, insurance company server, and vehicle-to-object communication gateway.

[0264] The above-mentioned control accident data set and the above-mentioned local risk data set may share the same accident event identification information. When the accident status changes, the information of the control path and the local direct propagation path can be managed so that they belong to the same status lifecycle of the same accident event by incrementing or updating the status version while maintaining the same accident event identification information.

[0266] In another embodiment, the control accident data set and the local risk data set may not directly share accident event identification information of the same value. In this case, the plurality of data sets may be managed as corresponding to the same accident event by at least one of original identification information and derived identification information, temporary identification information and representative identification information, device event identification information and control event number, hash value, correlation key, accident session identification information, correspondence relationship information, and correspondence relationship table.

[0268] Even if the accident event identification information used in the above-mentioned control accident data set and the above-mentioned local risk data set is different, at least one of the judgment terminal, accident detection device, receiving node, or control system may generate, store, update, or distribute conversion relationships or correspondence relationships between multiple identification information. Accordingly, an accident update, accident cancellation, or accident termination status received in one path may be reflected in the same accident event managed in another path.

[0270] State management information indicating the chronological order or recency of accident states is not limited to explicit state versions and may include at least one of a state code, creation time, update time, update sequence number, transmission sequence number, generation value, epoch value, validity period, hash chain, and state lifecycle information. At least one of a judgment terminal, an accident detection device, a receiving node, or a control system may determine the latest valid state among information received from multiple paths based on the state management information.

[0272] In one embodiment, the judgment terminal may simultaneously perform the operation of transmitting a control accident data set to the control system and the operation of transmitting the accident judgment result back to the accident detection device. In another embodiment, the two operations may be performed sequentially according to at least one of the communication status, accident severity, judgment reliability, or propagation priority.

[0274] The above-mentioned accident detection device can independently and directly broadcast a local risk data set upon receiving a valid accident judgment result from the judgment terminal, even if wide-area communication between the judgment terminal and the control system is impossible or a control reception confirmation is not received.

[0276] If the connection with the judgment terminal is severed after an accident candidate event occurs, or if an accident judgment result is not received from the judgment terminal within a preset judgment period, the accident detection device may broadcast a preliminary risk data set of the estimated accident state for a limited validity period based on at least one of the impact magnitude, rollover status, attitude change, accident severity, and preset emergency propagation policy calculated by the accident detection device.

[0278] The above-mentioned judgment terminal may include a judgment terminal-side local direct communication module for directly broadcasting a local risk data set to a surrounding or rear receiving node.

[0280] In addition, the judgment terminal can directly broadcast a local risk data set in parallel with direct broadcasting by the accident detection device.

[0282] The judgment terminal may directly broadcast a local risk data set on behalf of the accident detection device if at least one of the following conditions applies: when a failure occurs in the direct radio communication unit of the accident detection device; when confirmation information regarding the execution of broadcasting by the accident detection device is not received within a preset confirmation period; when communication between the accident detection device and the judgment terminal is disconnected after determining the accident status; when the power status of the accident detection device does not meet a preset standard; and when a preset alternative broadcasting condition is satisfied.

[0284] The local risk data set directly broadcast by the accident detection device and the local risk data set directly broadcast by the judgment terminal can share the same accident event identification information and the same status version.

[0286] At least one of the accident detection device and the judgment terminal can adjust or suppress at least one of whether to perform unnecessary duplicate direct broadcasts corresponding to the same accident event identification information and the same status version, broadcast timing, broadcast cycle, number of broadcasts, broadcast output, or transmission path based on at least one of transmission node identification information, broadcast execution status, broadcast execution confirmation information, transmission sequence number, broadcast priority, and broadcast waiting time.

[0288] Even if duplicate direct broadcasting regarding the same status version is suppressed, broadcasting of incident updates, incident cancellations, or incident termination information containing a higher status version may be permitted.

[0290] The direct broadcasting entity of the above local risk data set may be determined according to at least one of device capability, whether a direct communication module is provided, power status, communication status, broadcasting execution status, accident severity, and a preset broadcasting policy.

[0292] Accordingly, direct broadcasting by an accident detection device, parallel direct broadcasting by a judgment terminal, alternative direct broadcasting by a judgment terminal, and direct broadcasting by a separate direct broadcasting device or a vehicle-mounted direct communication device can be implemented as an optional embodiment maintaining a common technical relationship in which an accident state is determined by the fusion of accident candidate data and movement status or vehicle status information, a local risk data set is generated or updated based on the determination result, and direct broadcasting is performed independently of whether the control system receives it or whether a wide-area communication path is available.

[0294] The above receiving node may include at least one of an external wireless receiving terminal, a user mobile terminal, a vehicle infotainment system, a telematics control unit, an onboard unit, a vehicle-embedded emergency notification device, a vehicle communication gateway, a vehicle-to-object communication module, an advanced driver assistance system, an autonomous driving control unit, a central computing unit of an autonomous vehicle, and a roadside infrastructure node.

[0296] The receiving node may directly receive a local risk data set, or receive a local risk data set received by an external wireless receiving terminal through at least one of BLE, Wi-Fi, USB, wired serial communication, CAN, automotive Ethernet, an in-vehicle communication network, or a vehicle communication gateway.

[0298] The receiving node can verify at least one of the incident event identification information, state version, validity period, packet sequence number, original transmitting node identification information, current transmitting node identification information, and integrity verification information included in the local risk data set.

[0300] The receiving node can determine whether to execute a risk guidance by comparing at least one of accident location, road identification information, direction of travel information and vertical road layer information with at least one of its current location, current driving road, direction of travel, recent movement trajectory, vertical road layer, relative location to the accident point, remaining distance and estimated time of arrival.

[0302] When the guidance execution conditions are met, the receiving node can perform at least one of the following: screen or voice output of a user terminal, warning light or siren output of an external receiving terminal, warning output of a vehicle infotainment system or instrument panel, danger guidance of an advanced driver assistance system, haptic output, and provision of danger information to an autonomous driving control unit.

[0304] A vehicle-side receiving node or an approach risk propagation device communicating locally with a vehicle-side receiving node can obtain an approach risk assessment result from at least one of a vehicle-side device, a roadside device, a control system, or another risk assessment node.

[0306] The above approach risk assessment result may include original accident event identification information, an accident status version indicating confirmation, update, cancellation, or termination of the accident status, an approach risk status version managed separately, and at least one of approach speed, remaining distance, estimated time of arrival, estimated time of collision, approach lane, approach direction, and approach risk grade.

[0308] The above access risk assessment result may further include at least one of generation node identification information, generation time, update time, validity period, assessment basis information, reliability, integrity verification value, and electronic signature value. A vehicle-side receiving node or access risk propagation device may verify the validity, timeliness, source, reliability, or integrity of the above access risk assessment result based on at least one of the accident event identification information, generation node identification information, generation time, update time, validity period, reliability, integrity verification value, or electronic signature value of the above access risk assessment result.

[0310] If, as a result of the above verification, the access risk assessment result is invalid, has expired, the source is not verified, or the integrity verification fails, the creation, updating, or relaying of the access risk data set based on the said access risk assessment result may be suppressed.

[0312] In addition, if a more recent access risk assessment result corresponding to the same accident event identification information is obtained, the access risk data set based on the previous access risk assessment result can be replaced with the updated access risk data set.

[0314] The approach risk status version may be generated or updated based on a change in at least one of the approach speed, remaining distance, estimated time of arrival, estimated time of collision, approach lane, approach direction, or approach risk level.

[0316] The vehicle-side receiving node or approach risk propagation device may generate, update, or relay an approach risk data set based on the above approach risk determination result. In this case, if a previous approach risk data set corresponding to the same accident event exists, the data corresponding to a more recent approach risk status version, a higher approach risk grade, or a shorter expected time of arrival may be processed first.

[0318] The above access risk data set can be directly backpropagated to a field receiving node via a local direct communication path toward the point of risk occurrence, regardless of the availability of connectivity to the control system or mobile communication network, and can optionally be transmitted to the control system via a wide-area communication path. When data corresponding to the same accident event identification information and access risk status version is received through multiple paths, duplicate warnings based on the same access risk information can be suppressed.

[0320] A direct broadcasting device or a field warning device installed at a location spaced upstream of the traffic flow from the point of danger or said point of danger may be equipped with a field approaching vehicle detection unit comprising at least one of a radar, a camera, a lidar, an ultrasonic sensor, an infrared sensor, and a vehicle-to-object direct communication receiver.

[0322] The above-described site approach vehicle detection unit can calculate at least one of the approach direction, approach speed, approach lane, movement trajectory, remaining distance, and estimated arrival time of the approach vehicle, and determine the site approach risk level based on the calculated result.

[0324] The above direct broadcasting device or field warning device may include one or more acoustic output units and a directional warning control unit. The directional warning control unit may determine the direction in which the approaching vehicle is located or is expected to approach as the warning output direction based on at least one of the approach direction of the approaching vehicle, the approach lane, the approach speed, the movement trajectory, and the estimated time of arrival.

[0326] The above-described directional warning control unit can control at least one of the output direction, volume, frequency band, repetition cycle, and output duration of the sound output unit according to the on-site approach risk level. The above-described directional warning may include at least one of a warning provided to the driver of an approaching vehicle and an evacuation warning provided to accident response personnel, police officers, firefighters / paramedics, road workers, tow truck / rescue technicians, or road management agency personnel.

[0328] When an approach risk data set is received or an approach risk is detected by an approach vehicle detection unit, the above-mentioned direct broadcasting device, field warning device, or field personnel terminal may provide a user interface to guide the field personnel to at least one of the direction of the approaching vehicle, the approach lane, the approach speed, the remaining distance, the estimated time of arrival, and the approach risk grade, and to request confirmation or evacuation.

[0330] If the confirmation or evacuation completion response from the above-mentioned field personnel is not received within a preset time or if the access risk level increases, at least one of the warning volume, repetition cycle, output duration, or display level may be increased, or access risk information may be additionally propagated to other field devices or other field personnel's terminals.

[0332] The above-mentioned receiving node can independently determine whether to execute a risk notification for itself and whether to re-propagate it to subsequent receiving nodes.

[0334] Accordingly, the receiving node may execute only the risk guidance when only the risk guidance condition is satisfied, perform only re-propagation without executing the risk guidance when only the re-propagation condition is satisfied, perform both the risk guidance and re-propagation when both the risk guidance condition and the re-propagation condition are satisfied, and suppress both the risk guidance and re-propagation when neither condition is satisfied.

[0336] The above re-propagation conditions may include at least one of the following: a condition in which the current receiving node is located further rearward from the accident point or upstream of the traffic flow than the previous transmitting node; a condition in which the road where the accident occurred or the upstream road connecting to the accident point is traveled; a condition in which the direction of travel or the vertical road layer is aligned; and a condition in which the expected propagation area is expanded in the rearward direction of the accident point by re-propagation.

[0338] When re-propagation conditions are met, the receiving node of the first rear vehicle can re-propagate a local risk data set to the receiving node of the second rear vehicle by updating at least one of the current transmitting node identification information, hop number, packet sequence number, path identification information, state version, and transmission lifetime while maintaining accident event identification information. The receiving node of the second rear vehicle can re-propagate to the receiving node of the third rear vehicle according to the same procedure.

[0340] The above multi-hop re-propagation can be performed until at least one of the maximum number of hops, transmission life, maximum distance from the accident point, estimated time of arrival limit, road connection range, and propagation area boundary is reached.

[0342] When multiple receiving nodes receive the same local risk data set, each receiving node can calculate a re-propagation priority or re-propagation waiting time based on at least one of the following: rear distance from the accident point, distance from the previous transmitting node, expected propagation range extension amount, communication quality, received signal strength, power status, driving speed, road connection relationship, subsequent vehicle density, and relay suitability.

[0344] If it is confirmed during the above re-propagation waiting time that another receiving node has re-propagated a local risk data set having the same or a higher state version with the same accident event identification information, the non-representative receiving node may suppress its own re-propagation or withhold subsequent propagation.

[0346] When the above-mentioned receiving node receives risk information for the same accident event through a local direct propagation path and a control system path, respectively, it can compare at least one of the accident event identification information, response identification information, and state version to integrate them into a single accident event and suppress multiple warning outputs or multiple vehicle control requests for the same state.

[0348] When data of different states is received for the same accident event identification information, the receiving node can determine the latest valid state based on at least one of the state version, creation time, judgment reliability, priority of the information source, and integrity verification result, and update the guidance content or re-propagation state.

[0350] When the accident status changes to an accident cancellation state or an accident termination state, at least one of the judgment terminal, accident detection device, or control system may transmit or directly broadcast a release data set containing the same accident event identification information and an increased state version to at least one of the control system, accident detection device, and peripheral or rear receiving node.

[0352] A receiving node that receives the above release data set compares the previously stored state version with the received state version, and if the release data set corresponds to the latest valid state, it may terminate at least one of risk guidance regarding the accident event, waiting for re-propagation, and subsequent multi-hop re-propagation.

[0354] The above traffic risk response system can create, store, or update a layer common accident state object (500) that is commonly used in the local direct propagation layer, the multiple node reporting coordination layer, and the multi-path control integration layer (700).

[0356] The above-mentioned layer common accident state object (500) may include at least one of accident event identification information, accident state code, state version, reporting authority generation value, creation time, update time, accident occurrence location, road identification information, direction of travel information, vertical road layer, original transmission node identification information, current transmission node identification information, communication path identification information, number of hops, transmission lifespan, control reception status, reporting authority holding node, processing step, processing result, acknowledgment of receipt information, and integrity verification information.

[0358] The above-mentioned hierarchical common accident state object (500) is created in the accident candidate state, and the state version can be updated whenever it transitions to the accident estimation state, accident confirmed state, accident update state, accident cancellation state, or accident termination state.

[0360] When a node holding reporting authority changes, at least one of the reporting authority generation value, epoch value, or fencing value may be incremented independently of whether the incident state changes. Thus, the state version indicates the chronological order or recency of the incident state, and the reporting authority generation value may indicate the chronological order or validity of the last reporting authority.

[0362] A reporting coordination system according to another embodiment of the present invention may include a plurality of accident processing nodes and a role assignment control unit that coordinates the roles and reporting authority between the plurality of accident processing nodes.

[0364] The above role assignment control unit may be provided in any one of an accident detection device, a judgment terminal, a vehicle-mounted device, a control system, an external server, or a separate report coordination device, or may be implemented distributed among multiple devices or servers. If multiple role assignment control units exist, a currently valid role assignment control unit may be determined based on at least one of priority, leader identification information, lease value, generation value, epoch value, fencing value, and approval information of the control system.

[0366] The above accident processing node may include at least one of an accident detection device, a judgment terminal, a black box, an OBD terminal, a vehicle-mounted emergency notification device, a vehicle infotainment system, a telematics device, a vehicle communication gateway, a wearable device, an autonomous driving control device, and an external server node.

[0368] Each accident processing node can generate a device capability profile including at least one of the following: type of sensor and normal operation status, location measurement capability, computing capability, storage capability, available communication path, communication quality, power status, availability of backup power, application execution status, availability of user interface, and connection to the vehicle control system, and provide it to the role assignment control unit.

[0370] The above role assignment control unit can determine the primary and secondary responsible nodes for at least some of the processing steps, including accident candidate detection, accident context verification, accident status determination, user verification, report data set generation, final report transmission, and receipt acknowledgment, based on the device capability profile.

[0372] The above role assignment control unit can create and update an event processing status object (640) for each accident event, which includes at least one of a processing step, a main responsible node, a reserve responsible node, whether the step is completed, a processing deadline, a step result, result reference information, a recent checkpoint, and an error state.

[0374] The above role assignment control unit can grant reporting authority credentials so that, for the same accident incident, the same reporting target agency, and the same processing stage, only one of the multiple accident processing nodes performs a valid final automatic report at the same time.

[0376] If the reporting target agencies or processing stages are different, respective reporting authority credential information may be assigned to different incident processing nodes. Nodes that do not possess reporting authority may provide incident-related auxiliary information or sensor information, but may suppress the transmission of the final automated report regarding the relevant reporting target agency and processing stage.

[0378] The above reporting authority credential information may include at least one of accident event identification information, reporting authority holding node identification information, reporting target organization, permission processing stage, issuance time, expiration time, validity period, status version, reporting authority generation value, epoch value, fencing value, and message authentication information.

[0380] The above role assignment control unit can detect at least one of the following as a handover condition for the reporting authority or processing step: failure to receive a survival signal from the node holding the reporting authority, failure to receive a step completion message, exceeding the processing deadline, inability to communicate, loss of power, low battery, application termination, device damage, and sensor error.

[0382] When the above handover condition is detected, the role assignment control unit may change the existing reporting authority qualification information to an expired, revoked, invalid, or pending handover state, and grant new reporting authority qualification information to the subsequent node in which at least one of the reporting authority generation value, epoch value, or fencing value is increased.

[0384] At least one of the above role assignment control unit, the existing reporting authority holding node, or the successor node can transmit authority status information corresponding to the issuance, renewal, transfer, expiration, revocation, or invalidation of the reporting authority to the control system.

[0386] The above control system can register or update the currently valid reporting authority-holding nodes and reporting authority generation values ​​for each accident event based on the received authority status information.

[0388] The above role assignment control unit can transmit at least one of a completed processing step, an incomplete processing step, a processing result of a completed step, result reference information, a checkpoint, accident event identification information, and a latest layer common accident state object (500) to a subsequent node.

[0390] The above-mentioned subsequent node transmits an acceptance confirmation message and can continue to perform incident processing from the incomplete processing step without repeating the already completed processing step.

[0392] The above-mentioned control system compares the accident event identification information and reporting authority generation value included in the received report with the currently valid generation value, and may approve the report corresponding to the latest valid generation value as the final report. Reports based on previous generation values ​​or invalidated reporting authorities may be rejected or suppressed, or merged as auxiliary information for existing accident events.

[0394] In this specification, the secure transfer of reporting authority is not limited to a single command or specific transaction processing of a database. The secure transfer of reporting authority may include processing in which the invalidation of existing authority and the validation of new authority are logically linked by generation values, epoch values, fencing values, validity periods, server approval status, or a combination thereof, so that multiple nodes cannot simultaneously exercise valid final reporting authority regarding the same incident, the same reporting target agency, and the same processing step.

[0396] A control integration system according to another embodiment of the present invention can receive report information through at least two of the following paths: a cellular communication path, a self-communication path of an accident detection device, a local direct communication gateway, a vehicle-to-object communication path, an eCall path, a plurality of applications, a black box server, a vehicle-embedded emergency notification device, a vehicle manufacturer server, an insurance company server, an affiliate service server, and a third-party emergency reporting platform.

[0398] The above control system can convert or normalize report information received from different communication paths or data sources into a common event schema.

[0400] The above common event schema may include at least one of accident event identification information, reporting source, vehicle linkage information, accident location, road identification information, direction of travel information, vertical road layer, time of accident occurrence, time of report reception, accident status code, status version, reporting authority generation value, impact feature value, movement trajectory feature value, and contact channel information.

[0402] The above-described control system may preferentially attribute or merge the multiple reported information to the same accident event if the same accident event identification information is included in multiple reported information and at least one of the issuing entity, integrity verification information, message authentication information, device authentication information, status version, and validity time of the identification information is confirmed to be valid.

[0404] Even if identical accident event identification information is included, if integrity verification fails or there is a possibility of conflict, reuse, or falsification of the identification information, at least one of the location, time, road, direction of travel, and vehicle linkage information can be additionally compared to determine whether it is the same accident event.

[0406] If accident event identification information is not included or is inconsistent with each other, the control system can calculate a probability score of the same accident event based on at least two of the following: distance between accident locations, degree of agreement of road identification information, degree of agreement of direction of travel, degree of agreement of vertical road layer, proximity of time of accident occurrence, vehicle linkage information, similarity of impact feature value, and similarity of movement trajectory.

[0408] The above control system may merge multiple reported information into the same accident if the probability score of the same accident is greater than or equal to the first threshold value, set it as a temporary same accident candidate if it is greater than or equal to the second threshold value and wait for operator verification or receipt of additional information, and maintain it as a separate accident or create a new accident if it is less than the second threshold value.

[0410] The above control system can suppress the miscombination of different accident events by utilizing road connection relationships regarding parallel roads, upper and lower overlapping roads, opposite directions of travel, ramps, or branching sections.

[0411] The above merging result may be expressed in at least one of the following methods: attributing multiple report information to a single physical event record, cross-referencing a common parent accident event object, or creating a virtual representative event object representing multiple report information.

[0413] If the above control system determines that the merged report information corresponds to different accident events based on at least one of the location information, direction of travel information, vertical road layer information, vehicle linkage information, time of accident occurrence, video information, on-site verification information, or operator input received after merging, it may release the merger relationship or re-separate it into one or more separate accident events.

[0415] When the above re-separation is performed, at least one of the original, receiving route, status history, dispatch history, and audit log of each report information can be maintained.

[0417] The above control system can select at least one of a representative report information, a representative contact channel, and a backup contact channel based on at least one of data completeness, judgment reliability, authentication level, timeliness, validity of reporting authority, communication availability, and user response capability among multiple report information merged into the same accident incident.

[0419] In another embodiment, the control system may generate a composite representative report information or a virtual representative event object by combining at least some of the location information, impact information, contact information, video information, and vehicle information included in a plurality of report information.

[0421] The above control system may not delete report information that has not been selected as representative report information, but may attribute it to supplementary information, evidence data, or a backup contact channel for existing accident cases.

[0423] The above control system can generate a dispatch idempotent key by combining at least one of accident event identification information or a control case number with at least one of a reporting target agency and a dispatch type. The status version can be used as status management information to determine the current status, whether to update, or whether to cancel an existing dispatch order without changing the dispatch idempotent key.

[0425] If a dispatch order corresponding to the same dispatch idempotent key already exists, the control system may suppress the creation of a new or duplicate issuance of subsequent dispatch orders. However, if the accident location, accident severity, dispatch type, or accident status changes, the content or status version of the existing dispatch order may be updated while maintaining the same dispatch idempotent key.

[0427] When the above control system receives information regarding an accident update, accident cancellation, or accident termination, it may attribute the information to an existing accident based on the accident event identification information, response identification information, or probability score of the same accident event, and update the incident status and dispatch status.

[0429] The above control system can send back at least one of the following to each reporting node, reporting path, affiliate server, or related accident processing node: incident merging result, representative report selection result, control incident number, reception status, dispatch status, accident incident processing status, and latest status version.

[0431] The above control system can store at least one of the following as an audit log: comparison items used for incident merging, similarity by item, merging score, basis for selecting representative report, dispatch idempotent key, results of suppressing duplicate dispatches, status change history, feedback history, and operator intervention history.

[0433] Each of the above components and functions may be performed independently in any one of the accident detection device, judgment terminal, direct broadcasting device, field warning device, receiving node, control system, infrastructure node, and external server, or may be performed cooperatively by being distributed among multiple devices or servers.

[0435] According to another embodiment of the present invention, if at least one of the following applies—where the accident detection device does not have a local direct communication function, a failure occurs in the local direct communication function of the accident detection device, confirmation information for broadcast execution by the accident detection device is not received within a preset confirmation period, or the power status of the accident detection device does not satisfy a preset standard—the judgment terminal or the direct broadcasting device may substitute the direct broadcasting of the local risk data set using the same accident event identification information and the accident state version.

[0437] According to another embodiment of the present invention, the determination terminal may generate direct broadcast control information based on a decision regarding the initiation, suspension, or suppression of at least one of the automatic calling, automatic reporting procedure, and automatic direct broadcast of the accident confirmation user interface and whether the safety priority condition is satisfied, and may include this in the accident determination result or transmit it to the accident detection device or the direct broadcast device as a separate linked control message that shares the same accident event identification information or correlation identification information as the accident determination result, and the accident detection device or the direct broadcast device may perform at least one of generating a local risk data set, initiating broadcast, suspending broadcast, suppressing broadcast, resuming broadcast, and terminating broadcast according to the direct broadcast control information.

[0439] According to another embodiment of the present invention, when the determination terminal is equipped with a local direct communication module, the direct broadcast by the determination terminal may be performed in at least one form among a standalone direct broadcast in a normal operating state, an auxiliary direct broadcast that complements the direct broadcast by the accident detection device, a parallel direct broadcast performed together with the direct broadcast by the accident detection device, or a substitute direct broadcast that replaces the accident detection device. In this case, each local risk data set shares the same accident event identification information and the same accident state version, and at least one of the execution status, timing, period, number, output, and transmission path of the duplicate direct broadcast may be adjusted or suppressed.

[0441] An accident response device according to another embodiment of the present invention may include an accident detection function unit that detects an accident candidate event and generates accident candidate data; a determination function unit that determines an accident state by fusing the accident candidate data with at least one of location, speed, direction of travel, movement trajectory, and vehicle state information, and generates or updates accident event identification information and an accident state version; a direct propagation function unit that directly propagates a local risk data set including the accident event identification information and the accident state version through a local direct communication path that does not require reception, processing, or retransmission by a control system as a condition for initiation; and a control transmission function unit that transmits a control accident data set to a control system.

[0443] Each of the above functional units may be implemented by being integrated into a single housing, a single printed circuit board, a single system-on-chip, a single microcontroller, or a single processor, and the fault event identification information and fault status version generated or updated by the judgment functional unit may be provided in a state that can be read, referenced, or used by the direct propagation functional unit and the control transmission functional unit.

[0445] The above-mentioned control transmission function unit may transmit a control accident data set using a wide-area communication unit equipped in the above-mentioned accident response device, or transmit it via the wide-area communication function of an external terminal that is connected to the above-mentioned accident response device for local communication and does not perform an accident status determination. In either case, direct propagation by the above-mentioned direct propagation function unit may be initiated or maintained independently of whether the control system receives it, whether the transmission of the above-mentioned control accident data set is successful, and whether the connection with the above-mentioned external terminal is maintained.

[0447] A direct broadcasting device according to another embodiment of the present invention includes an accident information acquisition unit that acquires at least one of an accident determination result, direct broadcasting control information, or a local risk data set, and the acquisition may include receiving from an external device through a local interconnected communication path, and internal acquisition by at least one of a bus, shared memory, inter-process communication, message queue, function call, event notification, or recording, updating, reading, or referencing of a data object within the same device.

[0449] The broadcast control unit of the above direct broadcasting device suppresses the broadcasting of an older generation accident state version corresponding to the same accident event identification information, and when an accident state version corresponding to an accident cancellation state or an accident termination state is acquired, it can terminate the ongoing broadcast or replace it with a local risk data set in a release state.

[0451] In another embodiment of the present invention, the rear warning target path information may be generated by at least one of the following methods: a reverse chronological arrangement of recent movement trajectories, a reverse chronological arrangement of a series of road links corresponding to the recent movement trajectories, or a method of searching for an upstream road link that can enter a danger point using the connection relationship between a road node and a road link in map information.

[0453] In another embodiment of the present invention, a user terminal or a field terminal checks at least one of the validity period of the issuance authority included in the issuer qualification information and the area, road section, or geofence where issuance is permitted, and for a passive risk event generated when the validity period has expired or outside the permitted area, it may refuse to generate a passive risk data set or directly propagate it, or propagate it as limited risk information with a low authentication level, and for repeated issuance within a preset time, it may reduce the validity period, broadcast priority, or propagation range, but may not apply the reduction if safety priority conditions are satisfied.

[0455] A mobile approach risk observation device according to another embodiment of the present invention may include a driving unit that moves to an observation position calculated based on at least one of the remaining distance to the point of danger occurrence, the curvature of the road, the sight distance, and the effective distance of the sensor; an approach vehicle observation unit including at least one of a lidar, radar, camera, and thermal imaging sensor; an observation determination unit that determines a non-decelerated approach state by comparing at least one of the amount of speed change after the reference time, the actual deceleration rate, and the required deceleration rate with a reference deceleration standard, using the time when observation begins or the time when the approach vehicle passes a preset threshold distance as the reference time; and a multipath propagation unit (930) including a first propagation unit that propagates an approach risk data set generated based on the determination result to the approach vehicle or a vehicle-side device behind it, a second propagation unit that propagates to a field receiving node at the point of danger occurrence, and a third transmission unit that transmits to a control system.

[0457] The judgment by the above observation judgment unit can be performed regardless of whether a risk guidance for the approaching vehicle is output and whether driving data provided by the approaching vehicle exists. Effects of the invention

[0459] According to the present invention, an accident detection device mounted, attached, or provided on a vehicle or moving body transmits accident candidate data corresponding to an impact, rollover, rotation, or change in attitude detected by the device to a determination terminal, and the determination terminal fuses the accident candidate data with at least one of location, speed, direction of travel, movement trajectory, state of stopping or re-moving after the accident, and vehicle state information to determine the accident state, and then transmits the accident determination result back to the accident detection device.

[0461] Accordingly, by efficiently combining the low-power, low-computation sensor function of the accident detection device with the location measurement, high-computation, and situation judgment function of the judgment terminal, local direct broadcasting can be initiated based on the precise accident judgment result.

[0463] According to the present invention, risk information is not broadcast immediately based solely on the exceedance of the sensor threshold of the accident detection device itself, and at least one of whether to initiate local direct broadcasting, the broadcasting time, the broadcasting cycle, the number of broadcasts, the guidance level, and the validity period can be controlled based on the accident status determination result of the determination terminal.

[0464] Accordingly, it is possible to prevent false alarms caused by passing over speed bumps or uneven surfaces, sudden braking, closing of vehicle doors, falling, moving, or separating of the accident detection device, or temporary disturbances from spreading to surrounding vehicles.

[0466] In addition, at least one of the call to the accident confirmation user interface, automatic reporting, and local direct broadcasting may be suppressed or suspended by considering the speed, movement status, and road type or driving environment corresponding to the location of the accident before and after the occurrence of a candidate accident event. However, if safety priority conditions such as a strong impact, rollover, repeated impact, prolonged stop, loss of vehicle power, or user non-response are satisfied, the suppression or suspension may be released, thereby ensuring a rapid response to serious accidents while reducing malfunctions in low-risk situations.

[0468] According to the present invention, an accident detection device of an accident vehicle can directly broadcast local risk information to a surrounding or rear receiving node without waiting for the completion of the reception, verification, relay, and guidance target selection procedure of a control system or a mobile communication network. Accordingly, even in cases where a tunnel, mountainous area, communication blind spot, base station failure, mobile communication network congestion, or processing delay or failure of the control system occurs, risk information can be provided to vehicles approaching from the rear immediately after the accident occurs, thereby shortening the response time for preventing secondary collision accidents.

[0470] According to the present invention, when a judgment terminal is equipped with a local direct communication module, it can directly broadcast local risk information in parallel with the direct broadcast of an accident detection device. In addition, in the event of a failure in the direct radio communication unit of the accident detection device, failure to receive confirmation information regarding the execution of broadcasting, deterioration of the power status, or disconnection of communication between devices after accident judgment, the judgment terminal can perform direct broadcasting on behalf of the accident detection device.

[0472] In this case, the local risk data set directly broadcast by the accident detection device and the judgment terminal can share the same accident event identification information and the same state version, and unnecessary duplicate direct broadcasting can be adjusted or suppressed based on at least one of the transmitting node identification information, broadcast execution status, broadcast execution confirmation information, transmission sequence number, broadcast priority, and broadcast waiting time. Accordingly, even if a failure occurs in a single broadcasting entity, packet duplication and communication congestion regarding the same state can be reduced while ensuring the continuity of local risk propagation.

[0474] According to the present invention, the initiation, suspension, suppression, resumption, update, or termination of local direct broadcasting can be controlled based on an accident determination result generated by fusing accident candidate data with the movement status or vehicle status information of a determination terminal. Accordingly, compared to a method of uniformly broadcasting or re-transmitting accident or road hazard messages, local hazard propagation responding to changes in accident status can be performed while reducing the spread of false alarms and unnecessary communication volume.

[0476] According to the present invention, a control accident data set transmitted by a judgment terminal to a control system and a local risk data set broadcast by an accident detection device or a judgment terminal to a surrounding or rear receiving node may share at least one of accident event identification information, an accident status code, and a status version. Accordingly, information from the control path and the local direct propagation path can be managed as belonging to the same status lifecycle of the same accident event, and accident information received through different paths can be consistently processed as a single accident event.

[0478] Even if the above-mentioned control accident data set and the above-mentioned local risk data set do not directly share accident event identification information with the same value, they can be mapped to the same accident event by using at least one of the original identification information and derived identification information, temporary identification information and representative identification information, device event identification information and control event number, correlation key, or correspondence relationship information. Accordingly, the status of accident updates, cancellations, and terminations can be mutually reflected even in environments where the identification systems for each communication path or data source are different.

[0480] According to the present invention, at least some of the accident candidate state, accident estimation state, accident confirmed state, accident update state, accident cancellation state, and accident termination state can be managed according to the same accident event identification information and the updated state version. Accordingly, if judgment reliability or accident severity increases, the risk notification level can be raised, and if a misjudgment is confirmed or accident containment is completed, the existing risk notification and subsequent re-propagation can be promptly canceled or terminated.

[0482] According to the present invention, when risk information regarding the same accident is received redundantly through a local direct propagation path and a control system path, a receiving node can determine the latest valid state based on at least one of accident event identification information, response identification information, state version, creation time, judgment reliability, priority of the information source, and integrity verification result. Accordingly, duplicate voice guidance, duplicate screen display, duplicate warning light / siren output, or duplicate vehicle control requests regarding the same accident can be suppressed.

[0484] According to the present invention, when the accident state changes to an accident cancellation or accident termination state, a release data set including the same accident event identification information and an increased state version can be propagated to at least one of a control path and a local direct propagation path.

[0486] A receiving node that receives the above release data set can terminate risk guidance, waiting for re-propagation, and subsequent multi-hop re-propagation regarding the accident event if it is the latest valid state compared to the existing state version, thereby preventing the continued circulation of expired accident information.

[0488] According to the present invention, a receiving node that receives local risk information can determine the likelihood of actual risk exposure by comparing at least one of the following: the road where the accident occurred, road identification information, direction of travel, vertical road layer, its own current location, current driving road, recent movement trajectory, relative location to the accident site, remaining distance, and estimated time of arrival, rather than outputting a warning based solely on whether wireless reception is possible or the straight-line distance to the accident site. Accordingly, unnecessary warnings to vehicles in the opposite lane, parallel roads, overlapping upper and lower roads, other ramps, or vehicles that have already passed the accident site can be reduced.

[0490] According to the present invention, a receiving node can independently determine whether to execute a risk notification for itself and whether to re-propagate it to a subsequent receiving node. Accordingly, if a warning is required for the current vehicle but there is no effect of expanding the propagation range through re-propagation, only a risk notification is executed; and if the likelihood of direct risk exposure for the current vehicle is low but there is a need to transmit the information to a rear vehicle, only re-propagation is performed. Furthermore, if both conditions are satisfied, both risk notification and re-propagation can be performed in parallel.

[0492] In addition, the vehicle-side receiving node or the approach risk propagation device may acquire an approach risk assessment result generated from a vehicle-side device, a roadside device, a control system, or another risk assessment node, and may generate, update, or relay an approach risk data set that includes an approach risk state version that is linked with the original accident event identification information and is distinct from the accident state version.

[0494] The above access risk data set can be directly backpropagated to the field receiving node via a local direct communication path toward the point of risk occurrence, regardless of the connectivity of the control system or mobile communication network. Accordingly, the field receiving node can quickly obtain access risk information even if there is a delay or failure in the processing of the wide-area communication path or the control system.

[0496] Field receiving nodes or field personnel may receive directional warnings corresponding to the approach risk status version, approach direction, approach lane, remaining distance, estimated time of arrival, estimated time of collision, or approach risk level. Accordingly, compared to outputting the same warning to all directions, this reduces unnecessary warnings and provides time for field personnel in the direction where the actual approach risk occurs to evacuate or take protective measures.

[0498] In addition, when multiple access risk information is received regarding the same incident event, confusion caused by redundant warnings and outdated warnings can be reduced by prioritizing the processing of information corresponding to the more recent access risk status version, a higher access risk level, or a shorter estimated time of arrival.

[0500] According to the present invention, risk information is re-propagated from a receiving node of a first rear vehicle to a receiving node of a second rear vehicle, and from a receiving node of the second rear vehicle to a receiving node of a third rear vehicle. The re-propagation can be selectively centered on a receiving node located behind the accident site or in the upstream direction of the traffic flow, where the road, direction of travel, or perpendicular road layer is aligned. Accordingly, the reach of risk information to rear vehicles approaching the accident site can be expanded while suppressing unnecessary propagation to the opposite direction, parallel roads, or unrelated roads.

[0502] According to the present invention, when a plurality of receiving nodes receive the same local risk information, a representative relay node, re-propagation priority, or re-propagation waiting time can be determined based on at least one of the expected propagation range expansion amount, distance from the previous transmitting node, distance from the accident point, communication quality, received signal strength, power status, subsequent vehicle density, road connection relationship, and relay suitability.

[0504] If, during the aforementioned re-propagation waiting time, the non-representative receiving node detects the same fault event identification information and the re-propagation of the same or higher state version by another receiving node, the non-representative receiving node may suppress its own re-propagation. Accordingly, the propagation range in the backward direction can be efficiently expanded while reducing communication collisions, packet congestion, duplicate notifications, and unnecessary power consumption.

[0506] According to the present invention, even when a general smartphone cannot directly receive sub-gigabit, low-power long-range, or vehicle direct communication signals, an external wireless receiving terminal can receive local risk information and transmit it to a smartphone or a device in the vehicle through BLE, Wi-Fi, USB, wired serial communication, CAN, vehicle Ethernet, or a vehicle communication gateway.

[0508] In a specific embodiment, the external wireless receiving terminal may receive a LoRa modulation method or a corresponding low-power long-range direct communication signal, but the present invention is not limited to a specific frequency band or modulation method.

[0510] In addition, an automotive infotainment system, a telematics control unit, an onboard unit, a vehicle-to-object communication module, an advanced driver assistance system, an autonomous driving control unit, or a central computing unit of an autonomous vehicle can operate as a direct receiving node. Accordingly, aftermarket receiving devices, vehicle-mounted communication devices, and autonomous driving control systems can be linked through a common operating structure.

[0512] According to the present invention, for a plurality of accident processing nodes present in a single vehicle or mobile body, a primary responsible node and a backup responsible node can be assigned according to a device capability profile for at least some of the processing steps, including accident candidate detection, accident context verification, accident status determination, user identification, report data generation, final report transmission, and receipt confirmation. Accordingly, efficient distributed accident processing is possible by considering the sensor type, computational capability, communication path, power status, storage capability, and user interface of each node.

[0514] According to the present invention, for the same accident event, a valid final automatic reporting authority is granted to only one of a plurality of accident processing nodes, and nodes that do not possess reporting authority may provide sensor information, auxiliary information, or reinforcement information while suppressing the final automatic reporting. Accordingly, duplicate reporting where multiple devices simultaneously report the same accident, and omission of reporting that may occur when each device withholds reporting in anticipation of another device performing the reporting, can be reduced.

[0516] According to the present invention, if a node holding reporting authority becomes damaged, loses power, is unable to communicate, terminates the application, is unresponsive, or exceeds the processing deadline, the existing reporting authority may be expired, revoked, or invalidated, and a new reporting authority may be granted to a subsequent node in which at least one of the reporting authority generation value, epoch value, or fencing value is increased.

[0518] In addition, since the processing results, result reference information, recent checkpoints, and incomplete processing steps of completed steps can be handed over to subsequent nodes, processing can continue from the incomplete steps without unnecessarily repeating already completed incident handling. Accordingly, incident handling time and communication volume are reduced, and processing continuity can be ensured even in the event of failure of some nodes caused by the impact of an incident.

[0520] According to the present invention, the invalidation of an existing reporting authority and the validity of a new reporting authority can be logically linked by at least one of a reporting authority generation value, an epoch value, a fencing value, an expiration period, or an approval status of a control system.

[0522] The control system may approve a report corresponding to the latest valid generation value as the final report, and reject, suppress, or merge reports based on previous generation values ​​or invalidated reporting authority with reinforcement information. Accordingly, it is possible to prevent multiple nodes from simultaneously executing valid final reports even in situations involving network splitting, processing delays, or delayed retransmissions.

[0524] In addition, the status version, which indicates the recency of the incident status, and the reporting authority generation value, which indicates the validity of the final reporting authority, can be managed separately. Accordingly, even if the incident status has not changed, only the reporting authority can be transferred to a successor node in response to a failure of the responsible node, or only the status version can be updated in response to the confirmation, update, cancellation, or termination of an incident while the node holding the reporting authority remains intact. This allows for the independent processing of changes in the incident status and changes in the reporting responsible node, while preventing reports from delayed or invalidated nodes from being incorrectly approved as the latest reports.

[0526] According to the present invention, a control system can convert or normalize report information received from a judgment terminal's cellular path, an accident detection device's own communication path, a local direct communication gateway, a vehicle-to-object communication path, an eCall path, multiple applications, a black box server, a vehicle-embedded emergency notification device, a vehicle manufacturer's server, an insurance company's server, and a third-party reporting platform into a common event schema. Accordingly, reports received in different data formats and communication methods can be processed integrally within a single control processing system that is not dependent on a specific CCTV device, a specific monitor configuration, or a specific reporting interface.

[0528] According to the present invention, when a plurality of reports contain the same accident event identification information and at least one of the issuing entity, integrity verification information, message authentication information, device authentication information, status version, and validity time of the identification information is confirmed to be valid, the plurality of reports may be preferentially attributed to or merged with the same accident event.

[0530] However, even if identical accident event identification information is included, if integrity verification fails or the possibility of conflict, reuse, or falsification of identification information is confirmed, at least one of the location, time, road, direction of travel, and vehicle linkage information can be additionally compared, thereby preventing the incorrect merging of different accidents by relying solely on identification information.

[0532] If accident event identification information is not included or is inconsistent with each other, a probability score of the same event can be calculated based on at least two of the following: accident location, road identification information, direction of travel, vertical road layer, time of accident occurrence, vehicle linkage information, impact feature value, and movement trajectory similarity.

[0534] Accordingly, reports with a high probability of being identical are automatically merged, reports in the middle range are set as temporary identical event candidates awaiting operator verification or the receipt of additional information, and reports with a low score can be processed as separate new accident cases. This reduces the possibility of separate accidents on parallel roads, overlapping upper and lower roads, in opposite directions of travel, on ramps or junctions, or in temporally adjacent areas being mistakenly merged into a single case.

[0536] According to the present invention, if, after merging reported information into the same accident case, new location information, direction of travel information, vertical road layer information, vehicle linkage information, video information, on-site verification information, or operator input is received and it is determined that they correspond to different accident cases, the existing merging relationship can be released or the information can be re-separated into one or more separate accident cases. At this time, since at least one of the original, receiving route, status history, dispatch history, and audit log of each reported information can be maintained, the traceability and evidentiary value of the accident processing can be secured while subsequently correcting errors in the merging judgment made when initial information was insufficient.

[0538] According to the present invention, among a plurality of report information merged into the same accident event, a representative report information, a representative contact channel, and a backup contact channel can be selected based on at least one of data completeness, judgment reliability, authentication level, timeliness, validity of reporting authority, communication stability, and user response capability.

[0540] In addition, at least some of the location information, impact information, contact information, video information, or vehicle information of multiple reports can be combined to create a composite representative report information or a virtual representative event object. Since report information that was not selected as a representative report can be preserved as supplementary information, evidence data, or backup means of contact without being deleted, both control efficiency and the completeness of accident information can be improved.

[0542] According to the present invention, the generation or issuance of duplicate dispatch instructions for the same accident incident can be suppressed by using a dispatch idempotent key that combines at least one of accident event identification information or control case number and at least one of a reporting target agency and a dispatch type.

[0544] The status version may be used as status management information to determine the currentness, whether to update, or whether to cancel an existing dispatch order while maintaining the dispatch idempotent key. However, if the accident location, accident severity, dispatch type, or accident status changes, the content or status of the existing dispatch order corresponding to the same dispatch idempotent key may be updated.

[0546] Accordingly, the redundant deployment of personnel, vehicles, and equipment by emergency rescue agencies to the same accident can be reduced, and new information included in follow-up reports can be utilized as supplementary information for existing accident cases or as information to update dispatch orders.

[0548] According to the present invention, the control system may reply to each reporting node, reporting path, or affiliate server with at least one of the following: incident merging result, representative report selection result, control incident number, reception status, dispatch status, and latest status version. Accordingly, each incident processing node can verify whether the control has been received and the latest incident status, and coordinate subsequent reporting, guidance, or re-dissemination.

[0550] According to the present invention, a local direct propagation layer, a multi-node reporting coordination layer, and a multi-path control integration layer can share a layer-common accident state object (500) that includes at least one of accident event identification information, an accident state code, a state version, and a reporting authority generation value. Accordingly, the state lifecycle from the creation of an accident event to estimation, confirmation, update, cancellation, and termination, changes in reporting authority, propagation paths, processing steps, processing results, and control merging results can be consistently tracked and managed.

[0552] According to the present invention, at least one of the following can be stored as an audit log: comparison items used for incident merging, similarity by item, identical incident probability score, basis for selecting representative report, reporting authority generation value, dispatch idempotent key, duplicate dispatch suppression result, status change history, feedback history, and operator intervention history. Accordingly, it is possible to facilitate post-verification of incident processing results, algorithm performance evaluation, error cause analysis, system quality management, and objective verification of message processing processes.

[0554] The present invention may be applied selectively or in stages to a combined product of an accident detection device and a judgment terminal, a portable or vehicle-mounted accident detection device, a vehicle-mounted emergency notification system, a vehicle infotainment system, a telematics device, a vehicle-to-object communication device, an advanced driver assistance system, an autonomous vehicle, roadside infrastructure, and a cloud-based control platform.

[0556] Accordingly, the accident detection device layer, local risk propagation layer, vehicle reception layer, multiple node reporting coordination layer and multi-path control integration layer (700) can be implemented independently or interconnected depending on the function and application environment of the product or service, thereby expanding the scope of application to new cars, old cars, motorcycles, personal mobility devices, aftermarket devices, and public traffic safety infrastructure.

[0558] The effects of the present invention are not limited to the effects described above, and may include other technical effects that a person skilled in the art can understand from the composition, embodiments, and claims of the invention described below.

[0560] In addition, according to the present invention, even in a situation where any one of the accident detection device, judgment terminal, and direct broadcasting device is unable to perform direct broadcasting, the remaining device performs alternative direct broadcasting with the same accident event identification information and accident status version, thereby providing a redundancy effect in which the entire rear warning system is not neutralized by the removal of a specific device's function or reduction of its configuration.

[0562] In addition, according to the present invention, since the control path and the local direct propagation path share the same accident event identification information and accident status version, duplicate reception and duplicate dispatch can be suppressed throughout the entire process from accident reception to dispatch instructions and accident cancellation / termination, and the processing history can be preserved in an auditable form, thereby reducing the operating costs of the public emergency response system.

[0564] In addition, according to the present invention, since devices of different manufacturers, communication methods, and service providers can commonly identify a single accident event through a hierarchical common accident state object (500) and a protocol conversion structure, it is possible to conduct standardization and licensing business in the form of interoperability specifications for accident information, software development tools, and application programming interfaces.

[0566] Furthermore, according to the present invention, even when the accident detection function, judgment function, and direct propagation function are integrated and implemented in a single rear-mounted unit device, the management of the same state between the control path and the local path based on accident event identification information and accident status version is maintained, so the rear warning system of the present invention cannot be bypassed by the integration of device configurations or the merging of functional parts alone.

[0568] In addition, according to the present invention, even when a rear-mounted standalone device does not have its own wide-area communication unit and uses the wide-area communication function of an external terminal as a relay, the direct propagation of a local risk data set is maintained independently, thereby enabling rear warning performance in communication interruption sections while lowering the device cost.

[0570] In addition, according to the present invention, since rear warning target path information can be generated through the search of road connection relationships, directional selective propagation can be implemented even in devices that do not store recent movement trajectories or have short storage intervals, and in services that minimize trajectory storage for the protection of personal information.

[0572] In addition, according to the present invention, since the issuance authority and issuance region of manual risk events can be verified, repetitive issuance can be restricted, and false issuance can be tracked in audit logs, the reliability of user-issued risk information is secured, while the propagation of actual risks that satisfy safety priority conditions is not delayed.

[0574] In addition, according to the present invention, since the dispatch node is positioned upstream in advance before arriving at the scene and observes the deceleration status of the approaching vehicle with its own sensor, it is possible to determine that the approach is not decelerating even for vehicles that do not have an application installed, vehicles that do not have communication connected, and vehicles that have not received danger guidance, and the result of such determination is simultaneously and independently propagated in the direction of the rear vehicle, the direction of the danger point, and the direction of control, thereby substantially reducing the exposure of the field personnel to secondary accidents. Brief explanation of the drawing

[0576] Figure 1 is a conceptual diagram showing the overall configuration of a traffic risk response system including accident detection, local risk propagation, vehicle reception, multiple node reporting coordination, and multiple path control integration layers. FIG. 2 is a block diagram showing the configuration of an accident detection device (100). FIG. 3 is a block diagram showing the configuration of a judgment terminal (200). Figure 4 is a sequence diagram showing the process of transmitting accident candidate data, determining the accident status, back-transmitting the accident determination result, transmitting the accident data set for control, and direct propagation of the local risk data set. FIG. 5 is a diagram showing the data structure of a hierarchical common accident state object (500) including accident event identification information, accident state code, state version and reporting authority generation value. Figure 6 is a diagram showing a dual-path transmission structure in which accident information regarding the same accident event is transmitted through a control path and a local direct propagation path. FIG. 7 is a diagram showing the data structure of a local risk data set (510) including accident event identification information, status version, accident location, road identification information, direction of travel, and validity time. Figure 8 is a state diagram showing the process in which the accident state of the same accident event is switched and the state version is updated accordingly. Figure 9 is a diagram showing a distributed receiving structure and a vehicle-mounted integrated receiving structure using an external wireless receiving terminal and a receiving-side linked terminal. FIG. 10 is a flowchart illustrating the process in which a receiving node determines whether to provide danger guidance and re-propagate based on the vehicle's driving status and rear warning target path information, and re-determines the vehicle's response after guidance. Figure 11 is a diagram showing a bidirectional risk information propagation structure that re-propagates local risk data sets in the backward and upstream directions and propagates access risk data sets in the direction of the risk occurrence point and the site. FIG. 12 is a diagram illustrating the process in which multiple receiving nodes select a representative relay node and perform or terminate directional multi-hop re-propagation according to propagation conditions. FIG. 13 is a flowchart illustrating the process in which a receiving node independently determines whether to provide a danger warning for its own vehicle and whether to re-propagate it to another receiving node. Figure 14 is a flowchart illustrating the process of integrating accident information received through local direct propagation paths and control paths and suppressing duplicate guidance. Figure 15 is a diagram showing a structure in which a release data set corresponding to accident cancellation or accident termination is propagated through a control path and a local direct propagation path. FIG. 16 is a diagram showing a fault response structure that performs backup broadcasting, selection of an alternative communication path, switching of processing roles, or handover to a subsequent node in the event of a communication or device failure. Figure 17 is a block diagram showing the configuration of a multi-node reporting coordination layer that coordinates processing roles and final reporting authority among multiple incident processing nodes. FIG. 18 is a diagram showing the data structure of a device capability profile including communication, computation, power, security, sensors, and reporting capabilities of an incident processing node. FIG. 19 is a diagram showing the data structure of an event processing status object (640) including a node in charge of each processing step, processing status, checkpoint, status version, and generation value of reporting authority. FIG. 20 is a sequence diagram showing the process of granting, updating, invalidating, or transferring final reporting authority to a subsequent node among multiple incident processing nodes. FIG. 21 is a flowchart illustrating the process in which a subsequent node suppresses duplicate processing based on checkpoints and processing status and resumes incident processing from the incomplete stage. FIG. 22 is a block diagram showing a multi-path control integration structure that normalizes and integrates report information received from multiple communication paths and data sources. Figure 23 is a flowchart illustrating the process of merging reported information based on accident event identification information or identical event probability scores, and then releasing or re-separating the merger based on subsequent information. Figure 24 is a flowchart illustrating the process of selecting representative reporting information and contact channels, suppressing duplicate dispatches based on dispatch idempotent keys, and managing processing results and audit logs. Figure 25 is a flowchart showing the entire traffic risk response method, from the detection of accident candidate events to accident determination, control transmission, local direct propagation, directional re-propagation, approach risk propagation, reporting authority adjustment, and control integration. FIG. 26 is a flowchart illustrating the process of generating rear warning target path information by using the reverse arrangement of recent movement trajectories or the search of road connectivity relationships. FIG. 27 is a block diagram showing the configuration of an accident response device (800) with integrated accident detection, judgment, direct propagation, and control transmission functions, as well as its own wide-area communication path and a wide-area communication path via an external terminal. FIG. 28 is a diagram showing the process in which a mobile approach risk observation device (900) observes the driving state of an approaching vehicle to generate an approach risk data set and transmits it to the approaching vehicle, the accident site, and the control system, respectively. FIG. 29 is a conceptual diagram showing a structure in which a plurality of tunnel fixed local communication nodes (960a to 960d) placed inside a tunnel re-propagate local risk data set (510) and access risk data set (560) in opposite directions and propagate by bypassing a fault node. Specific details for implementing the invention

[0577] 1. General Description and Definition of Terms

[0578] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

[0579] The present invention is not limited to the specific embodiments, device types, communication methods, data structures, or numerical ranges described below, and should be understood to include modifications, equivalents, and substitutions that fall within the technical spirit and scope of the present invention.

[0581] In this specification, a vehicle or mobile body may include at least one of a passenger car, a truck, a bus, an emergency vehicle, a two-wheeled vehicle, a bicycle, a personal mobility device, an autonomous vehicle, a road work vehicle, construction equipment, a logistics mobile body, and a device capable of moving along a road.

[0583] In this specification, an accident or traffic hazard may include at least one of a collision between vehicles, a collision between a vehicle and a facility, a rollover, a fall, a departure from the road, a sudden deceleration, an abnormal stop, a fire, a flood, a falling object, a broken-down vehicle stop, road work, limited visibility, or a condition that causes a risk of a secondary accident to a subsequent vehicle.

[0585] In this specification, an accident or traffic hazard may further include at least one of emergency stop, accident recovery, lane control, lane work, snow removal, facility restoration, towing, rescue, obstacle removal, and road surface abnormality in addition to the above conditions.

[0587] In this specification, a risk event may include at least one of an automatic risk event generated based on an accident candidate event detected by an accident detection device (100), and a manual risk event generated based on a risk type selection, field verification information, work information, or external system information entered into a user terminal, a judgment terminal (200), an authenticated agency terminal, or a control system. The manual risk event may be generated without prior detection of accident candidate data (540) by the accident detection device (100).

[0589] In this specification, accident event identification information includes not only information for identifying accident events corresponding to automatic risk events, but also risk event identification information for identifying traffic risk events corresponding to manual risk events.

[0591] Accordingly, the accident event identification information, accident status, accident status code, accident judgment result, control accident data set, and local risk data set used below are interpreted to include, respectively, risk event identification information, risk status, risk status code, risk judgment result, control risk data set, and local risk data set, unless specifically limited otherwise. Likewise, the accident point and accident location include the risk occurrence point and risk occurrence location.

[0593] In this specification, the accident detection device (100) refers to a device mounted, attached, inserted, or installed in a vehicle to detect impact, rollover, vibration, change in attitude, or change in the physical state of the vehicle. Unless otherwise specified, the device is referred to as the accident detection device (100). The accident detection device (100) and the device-side local direct radio communication unit (130) may be integrated into a single housing or implemented separately from each other.

[0595] In the present specification, the determination terminal (200) refers to a device that receives accident candidate data (540) from an accident detection device (100) and determines an accident state by fusing it with the vehicle's movement trajectory or vehicle state. The determination terminal (200) may include at least one of a user mobile terminal such as a smartphone, a tablet computer, a vehicle infotainment system, a telematics control unit, a vehicle built-in computing unit, a vehicle communication gateway, an autonomous driving control unit, or an edge computing terminal.

[0597] In this specification, an external terminal refers to a gateway terminal that is connected to an accident response device for local communication and relays wide-area communication, but is not responsible for the final determination of the accident state, the initial generation of accident event identification information, or the initial assignment of the accident state version in at least the relevant embodiment. The external terminal is distinguished from the determination terminal (200), and a single physical device may operate as a determination terminal in one embodiment and as an external terminal in another embodiment.

[0599] In this specification, the direct broadcasting device refers to a physical or logical processing entity that is connected to enable local communication with at least one of an accident detection device (100), a judgment terminal (200), or a vehicle-mounted electronic device, receives at least one of an accident judgment result (530), direct broadcasting control information, or a local risk data set (510), and performs at least one of creating, updating, verifying, or direct broadcasting control of the local risk data set (510).

[0601] The above direct broadcasting device refers to a device that performs direct propagation, and the propagation method is not limited to broadcasting but includes multicast, group cast, geocast, selective unicast, addressable direct transmission, mesh relay, opportunistic communication, and storage, transport, and delivery. Accordingly, the name of the direct broadcasting device may be expressed differently as a direct propagation device, a local propagation device, or a name functionally corresponding thereto.

[0603] The above direct broadcasting device may be integrated into a housing, a circuit board, or a vehicle-mounted electronic device with the accident detection device (100) or the judgment terminal (200), or may be implemented as an external device separated from the accident detection device (100) and the judgment terminal (200). The external device may be implemented as at least one of a USB type, OBD type, cigarette lighter type, card type, beacon type, black box combined type, vehicle gateway connected type, or vehicle communication module type device.

[0605] The above direct broadcasting device is connected to a judgment terminal (200) or an accident detection device (100) using at least one of BLE, Wi-Fi, Wi-Fi Direct, UWB, NFC, USB, wired serial communication, CAN, vehicle Ethernet, vehicle internal communication network, internal bus, or a communication method functionally corresponding thereto, and can directly broadcast a local risk data set (510) to one or more surrounding or rear receiving nodes (300) using at least one of LoRa modulation method, sub-gigaband direct communication, low-power long-range direct communication, BLE long-range communication, Wi-Fi Direct, Wi-Fi Aware, DSRC, C-V2X, NR-V2X, vehicle-to-vehicle direct communication, or a direct communication method functionally corresponding thereto.

[0607] The above direct broadcasting device is not limited to a fixed device and may be implemented as a portable device or a mobile device. The above direct broadcasting device may be implemented in at least one form among a traffic safety pole, a warning light pole, a safety triangle, a vehicle-mounted warning device, a vehicle-mounted warning device, a mobile warning robot, an autonomous driving safety robot, an unmanned vehicle or drone, road work equipment, towing and rescue equipment, and a roadside temporary relay device.

[0609] When the above direct broadcasting device is implemented as a mobile type, the direct broadcasting device may further include a drive unit comprising at least one of a wheel, an endless track, a walking drive unit, or a flying drive unit, a position measuring unit, and an autonomous movement control unit that controls a movement path.

[0611] The above mobile direct broadcasting device can broadcast a local risk data set (510) after moving to the rear of the risk occurrence point or upstream of the traffic flow based on at least one of the placement instruction information, the location of the risk occurrence point, and the road safety area information received from the judgment terminal (200) or the accident detection device (100).

[0613] At this time, the broadcasting location of the mobile direct broadcasting device is not determined solely by the simple distance from the point of occurrence of danger, but can be determined based on at least one of the following: the reverse road section of the recent movement trajectory described below, the distribution of local direct communication receiving nodes, the received signal strength and communication quality, the reach of the rear warning, the location of the communication blind spot, the road safety area, and the lane configuration.

[0615] That is, the above-mentioned mobile direct broadcasting device is not moved for the primary purpose of physical protection or electronic display, but is moved to a position to secure connectivity and reach of the rear warning network by local direct communication, and can perform broadcasting of the local danger data set (510).

[0617] The above-described mobile direct broadcasting device may be implemented as a mobile vehicle-to-object communication gateway, a mobile roadside device, a mobile relay device, or an aerial relay device comprising a first communication unit that receives or stores a local risk data set (510) and a second communication unit that transmits a risk message for vehicle-to-object communication corresponding to the local risk data set (510) to an autonomous vehicle or driver assistance vehicle.

[0619] The above-mentioned mobile direct broadcasting device may include a wheeled, tracked, walking, or flying drive unit. If it includes a flying drive unit, the mobile direct broadcasting device may be implemented as a drone, an unmanned aerial vehicle, or a flying unmanned mobile vehicle equivalent thereto.

[0621] The above-mentioned flying unmanned vehicle can determine a target relay location based on at least one of a danger occurrence point, rear warning target path information (570), road shape, communication blind spot, distribution of receiving nodes, receiving signal strength, packet reach rate, expected communication reach distance, flightable area, and safe landing possible area.

[0623] The above-mentioned flying unmanned vehicle may transmit, receive, or relay local risk data sets (510) or risk messages for vehicle-to-object communication while hovering over the above-mentioned target relay location, or may operate as a fixed or semi-fixed relay device after landing at a location that does not encroach on the roadside, shoulder, median strip, safety zone, or vehicle's path of travel.

[0625] The above-described flying unmanned vehicle may receive a local risk data set (510) in the LoRa, sub-GHz, or LPWA format and convert it into a risk message for vehicle-to-object communication in the C-V2X, LTE-V2X, NR-V2X, DSRC, or WAVE format, or receive a risk message for vehicle-to-object communication and convert it into a local risk data set (510).

[0627] The above-mentioned flying unmanned vehicle can perform at least one of holding relay, landing relay, change of relay location, return, or transfer of relay to another mobile direct broadcasting device based on at least one of battery level, flight time, communication quality, weather conditions, flight restriction information, and whether safe landing is possible.

[0629] The above mobile direct broadcasting device can determine the broadcasting location based on at least one of the distribution of local direct communication receiving nodes, as well as the distribution of vehicles capable of vehicle-to-object communication, vehicle-to-object communication quality, vehicle driving path, lane configuration, and communication blind spots.

[0631] When multiple mobile direct broadcasting devices are used, at least one of the multiple mobile direct broadcasting devices can exchange at least one of device identification information, current location, candidate placement location, received signal strength, packet reach rate, packet loss rate, transmission delay time, battery level, mobile range, assigned radio wave section, and relay availability status with another mobile direct broadcasting device.

[0633] The plurality of mobile direct broadcasting devices or the placement control unit controlling them can calculate placement suitability for a plurality of candidate placement locations formed along the upstream direction of traffic flow from the point of danger by reflecting at least one of communication reach, distribution of receiving nodes, receiving signal strength, packet reach rate, packet loss rate, road curvature, slope, tunnel, cut slope, sound barrier, building, bridge structure, and communication blind spot.

[0635] The above-described placement control unit determines the target location for each of the plurality of mobile direct broadcasting devices, the distance between devices, the assigned propagation section, the relay sequence, and at least one of the main relay device and the backup relay device based on the calculated placement suitability, and can control the plurality of mobile direct broadcasting devices to form a cooperative relay chain that is continuous in an upstream direction from the point of danger occurrence.

[0637] If the received signal strength or packet reach rate of any one mobile direct broadcasting device constituting the cooperative relay chain falls below a preset standard, or if a low battery, device failure, change in traffic flow, or change in a communication blind spot is detected, the placement control unit may reconfigure the cooperative relay chain by changing the location of one or more mobile direct broadcasting devices, the distance between devices, the assigned radio wave section, or the relay order.

[0639] If the representative mobile direct broadcasting device is unable to perform the relay function, another mobile direct broadcasting device may succeed to the representative relay role while maintaining the same accident event identification information and the latest status version.

[0641] The above-mentioned mobile direct broadcasting device can broadcast the same risk information in parallel using a local direct communication method and a vehicle-to-object direct communication method, or select and broadcast one of them according to the receiving vehicle's supported communication method or device capability information.

[0643] Risk information transmitted via local direct communication methods and vehicle-to-object direct communication methods can suppress duplicate notifications, re-propagation of old states, and inconsistencies in cancellation and termination states by including identical or mutually corresponding accident event identification information and state versions.

[0645] The direct broadcasting device may include: a broadcasting device-side interlocking communication unit that receives at least one of an accident judgment result, direct broadcasting control information, and a local risk data set from at least one of the accident detection device or the judgment terminal; a broadcasting control unit that generates or updates a local risk data set including accident event identification information and a status version based on the accident judgment result or the direct broadcasting control information, or verifies at least one of the accident event identification information, status version, validity time, and integrity verification information included in the received local risk data set, and controls at least one of the initiation, suspension, suppression, resumption, or termination of the direct broadcasting; and a direct radio communication unit that broadcasts the local risk data set directly to a surrounding or rear receiving node through a local direct communication path that does not pass through a control system or a mobile communication network.

[0647] The communication unit on the broadcasting device side can communicate with the accident detection device or the judgment terminal using at least one of BLE, Wi-Fi, USB, wired serial communication, CAN, vehicle Ethernet, vehicle internal communication network, vehicle communication gateway, or internal interface.

[0649] In this specification, the accident information acquisition unit refers to a functional unit in which a direct broadcasting device acquires at least one of an accident judgment result (530), direct broadcasting control information, or a local risk data set (510). The broadcasting device-side interlocking communication unit described above corresponds to one embodiment of the accident information acquisition unit, and the name of the accident information acquisition unit may be expressed differently as an interlocking communication unit, an information input unit, an information receiving unit, a data reference unit, or a name functionally corresponding thereto.

[0651] Acquisition by the above accident information acquisition unit is not limited to reception from an external device. If the direct broadcasting device is implemented in the same housing, same printed circuit board, same system-on-chip, same microcontroller, same application processor, or same processor as the accident detection function unit or the judgment function unit, the acquisition also includes receiving the accident event identification information, accident status version, accident judgment result (530), direct broadcasting control information, or local risk data set (510) generated or updated by the above accident detection function unit or the judgment function unit in a state available through at least one of a system bus, circuit board wiring, chip internal interconnect, register, shared memory, memory address transfer, direct memory access, inter-process communication, message queue, function call, event notification, or recording, updating, reading, or referencing of a data object.

[0653] Accordingly, even when a single unit device that is rear-mounted, attached, mounted, or provided in a vehicle is equipped with an accident detection function unit, a judgment function unit, and a direct transmission function unit, and the direct transmission function unit performs direct transmission by referencing the accident event identification information and accident status version generated or updated by the judgment function unit within the device, the single unit device corresponds to the direct broadcasting device of this specification. In this case, the single unit device does not necessarily require a configuration for receiving an accident judgment result (530) from an external judgment terminal (200).

[0655] The broadcast control unit above can determine or adjust at least one of whether to directly broadcast the local risk data set, the broadcast time, the broadcast cycle, the number of broadcasts, the broadcast output, and the transmission path based on at least one of device capability, power status, communication status, broadcast execution status, broadcast execution confirmation information, accident severity, status version, and preset broadcast policy.

[0657] When multiple local risk data sets (510) corresponding to the same accident event identification information are acquired, the broadcast control unit may prioritize broadcasting the local risk data set corresponding to the newer valid accident state version and suppress the broadcasting of the local risk data set corresponding to the older generation accident state version. If broadcasting for the older generation accident state version is already in progress, the broadcasting may be stopped and replaced with the local risk data set corresponding to the newer accident state version.

[0659] When an accident state version corresponding to an accident cancellation state or an accident termination state is obtained, the broadcast control unit may terminate the ongoing broadcast or replace it with a local risk data set in a release state and broadcast it. The local risk data set in a release state may include information instructing a receiving node (300) that receives it to terminate, release, or update at least one of the existing risk guidance, waiting for re-transmission, and subsequent re-transmission regarding the accident event.

[0661] In this specification, an accident processing node or node refers to a processing entity capable of performing at least one of detecting accident candidates, determining accident status, user verification, generating accident information, transmitting reports, broadcasting local risk information, receiving, providing guidance, re-propagating, or control processing.

[0663] The above accident processing node may include at least one of an accident detection device, a judgment terminal, a direct broadcasting device, a black box, an OBD terminal, an OBU, an eCall device, an IVI, a TCU, a wearable device, an autonomous driving control device, an external receiver terminal, roadside infrastructure, and a server node.

[0665] In this specification, a receiving node (300) refers to a logical processing entity that receives a local risk data set (510) broadcast or re-transmitted by an accident detection device (100) of an accident vehicle or another receiving node, and performs at least one of risk guidance, state merging, re-transmission, or vehicle safety control linkage. The receiving node (300) may be implemented as a single physical device, or as a plurality of physical devices in which an external wireless receiving terminal including a direct communication receiving unit (310) and a receiving-side linkage terminal (390) connected thereto are functionally combined.

[0667] In this specification, local interlocking communication refers to communication that transmits at least one of accident candidate data (540), accident judgment result (530), direct broadcast control information, local risk data set (510), acknowledgment response, and device status information between an accident detection device (100) or an accident detection function unit and a judgment terminal (200) or a judgment function unit.

[0669] The above local interconnection communication can be performed in a one-to-one, one-to-many, unidirectional, bidirectional, connection-oriented, or connectionless manner, and can be performed using BLE, Wi-Fi, NFC, UWB, USB, wired serial communication, in-vehicle communication network, internal bus, shared memory, inter-process communication, message queue, function call, event notification, or a combination thereof.

[0671] In this specification, local direct communication, direct broadcasting, or direct radio wave refers to communication in which a direct broadcasting node corresponding to at least one of an accident detection device (100), a judgment terminal (200), a separate direct broadcasting device, or a vehicle-mounted direct communication device transmits a local risk data set (510) to one or more surrounding or rear receiving nodes (300), and means communication that does not necessarily undergo accident judgment, relay, or selection of guidance targets by a control system (400), a base station of a mobile communication network, or a wide-area server.

[0673] The above local direct communication can be performed by broadcast, group cast, multicast, geocast, addressable direct transmission, direct communication between vehicles, sidelink, ad-hoc transmission, mesh transmission, or a combination thereof, and at least one of LoRa modulation scheme, sub-gigaband direct communication, low-power long-range direct communication, BLE long-range communication, Wi-Fi Direct, Wi-Fi Aware, UWB, Zigbee, DSRC, C-V2X, NR-V2X, or a communication method functionally corresponding to these can be used.

[0675] The above local direct communication may further include at least one of Bluetooth mesh, Wi-Fi proximity perception networking, reduced performance terminal communication, ambient backscatter communication, near-field acoustic communication, near-field optical communication, visible light communication, and direct communication of 6th generation mobile communication.

[0677] In addition, even when using a subsequent standard, a revised standard, or a future communication method functionally corresponding to the communication methods listed above, it corresponds to local direct communication of this specification as long as the risk information is transmitted to the receiving node without requiring the relay of the control system (400) or the mobile communication network as a condition for initiating direct propagation.

[0679] The above local interconnected communication and the above local direct communication may use different communication modules, channels, frequencies, antennas, or interfaces, or may share a single common communication module, channel, frequency, antenna, or interface, and may be functionally distinguished according to at least one of a communication counterpart, information transmission direction, data to be transmitted, address system, frame format, communication session, operation mode, or function to be performed.

[0681] In this specification, the control system (400) may include one or more servers, edge nodes, communication gateways, databases, and applications that receive, verify, merge, and process accident information or traffic risk information and manage the reception status or dispatch status. The control system (400) may be operated by a public traffic control center, a police, fire, or ambulance reporting agency, a vehicle manufacturer's telematics center, an insurance company's accident reporting center, a rental car or logistics control center, a mobility platform, or an affiliated service provider.

[0683] In this specification, accident event identification information and accident status versions correspond to information that can identify whether information generated or transmitted on different communication paths or different devices corresponds to the same accident event, regardless of their name, field name, data structure, storage format, transmission format, or encoding method, and can identify the chronological relationship or timeliness between such information.

[0685] For example, this includes cases where recency is identified by event identifiers, correlation keys, transaction identifiers, session identifiers, temporary event tokens, hash values, digests, integrated resource identifiers, sequential increment values, transmission sequence numbers, creation timestamps, logical clock values, vector clock values, generation values, epoch values, a history-free latest value update method, or a merge rule for a non-conflict-free replicated data type.

[0687] In this specification, a local direct communication path refers to a path through which risk information is transmitted from a transmitting node to a receiving node without necessarily requiring the completion of accident determination, reception, verification, relay, or selection of guidance targets by a control system (400), a wide-area server, or a base station of a mobile communication network.

[0689] Therefore, even if it passes through a local gateway, wireless access point, private network, edge computing node, multiple access edge computing node, roadside base station, mobile relay device, or flying unmanned vehicle, as long as the risk information is transmitted backward or upstream of the traffic flow independently of whether the control system receives it and whether the wide-area communication path is available, it corresponds to a local direct communication path.

[0691] In this specification, direct broadcasting or direct propagation includes all of omnidirectional broadcasting, directional broadcasting, geocast, group cast, multicast, and addressable direct transmission. Even when a transmitting node broadcasts without assigning directionality, cases in which a receiving node determines whether to execute guidance for itself or re-propagate using rear warning target path information, direction of travel, road layer, or vertical road layer, thereby resulting in the selective transmission of danger information to the rear of the danger point or upstream of the traffic flow, are included in the direct broadcasting of the present invention.

[0693] In this specification, the determination of an accident state is independent of whether the operation is performed at the central processing unit, neural network processing unit, on-device artificial intelligence model, small language model, vehicle-mounted computing unit, edge node, or external inference server of the determination terminal (200), and as long as the determination of the accident state and the assignment or updating of the corresponding accident event identification information and accident state version are performed at the determination terminal (200) or the determination function unit, it corresponds to the determination of an accident state of the present invention.

[0695] In the present specification, the accident detection device (100) is not limited to a dedicated impact sensor beacon and may be implemented in at least one form among a black box, a video recording device, an OBD terminal, a driving recorder, a vehicle-mounted emergency notification device, an airbag control device, an inertial measurement device, a tire pressure monitoring device, a battery management device, a device attached to a personal mobility device, and a device attached to a cargo load.

[0697] If the accident detection device (100) has the form of a wearable device, it refers to a device that is mounted, attached, or placed on a vehicle or moving body to detect changes in the physical state of said vehicle or moving body, and a device that recognizes the user's activity state while worn on the user's body or determines an accident using an image acquired by an image sensor is not included in the accident detection device (100) of this specification.

[0699] Additionally, the accident candidate data (540) of the present invention does not include as an essential component an evidence package or multi-point synchronization data that synchronizes video data before and after the time of the accident based on a common time reference. In the present invention, the accident candidate data (540) is data transmitted to a determination terminal (200) for determining the accident state, accident event identification information, and the assignment of an accident state version, and is distinguished from video synchronization data for evidence preservation in terms of its purpose and direction of use.

[0701] In addition to impact, rollover, rotation, tilt, and change of posture, candidate accident events can be detected from at least one of an airbag deployment signal, a seatbelt pretensioner activation signal, signs of insulation resistance abnormality or thermal runaway of a high-voltage battery, a fuel cutoff signal, and sudden noise or pressure change.

[0703] In this specification, the physical layer used by the direct radio communication unit is not limited to radio frequency methods and may include at least one of visible light communication, infrared communication, optical signals, ultrasonic signals, and acoustic signals. Regardless of which physical layer is used, as long as a local risk data set including accident event identification information and an accident status version is transmitted to a receiving node without passing through a control system, it constitutes the direct broadcasting of the present invention.

[0705] Each component described in this specification may be implemented as a hardware module, a software module, an application programming interface, a software development tool, a library, an operating system service, a virtualization instance, or a combination thereof, and a single component may be separated into two or more parts, or two or more components may be integrated into one. The separation or integration of components, changes in name, or changes in the placement hierarchy alone do not deviate from the technical spirit of the present invention.

[0707] 2. Traffic Risk Response System and Hierarchical Common Accident State Objects

[0708] Referring to FIG. 1, a traffic risk response system according to one embodiment of the present invention may include a local direct propagation layer (50) that directly propagates risk information to rear vehicles using an accident judgment result, a report coordination layer (600) that coordinates step-by-step roles and final reporting authority among a plurality of accident processing nodes, and a control integration layer (700) that integrates reports received through a plurality of communication paths into a single accident event.

[0710] The local direct propagation layer (50) may include an accident detection device (100), a judgment terminal (200), and one or more receiving nodes (300). The report coordination layer may include a plurality of accident processing nodes, a role assignment control unit, and a report authority control unit. The control integration layer may include a multi-path receiving unit, a normalization unit, an incident merging unit, a representative report selection unit, and a dispatch control unit.

[0712] The above three layers can be linked using a layer common accident state object (500) to identify and manage a single accident event in common.

[0714] The above-mentioned layer common accident state object (500) may include at least one of accident event identification information (EventID), accident state code, state version (StateVersion), reporting authority generation value (OwnershipGeneration), time of accident occurrence, time of creation, time of update, accident location, road identification information, direction of travel information, vertical road layer information, original transmission node identification information, current transmission node identification information, communication path identification information, number of hops, transmission lifespan, control reception status, node holding reporting authority, processing step, processing result, and integrity verification information.

[0716] Accident event identification information may be generated from any one of the accident detection device, judgment terminal, or control system where the accident candidate event was initially created. Additionally, during the process of merging multiple accident candidates into the same incident, new accident event identification information may be generated, or one of the existing identification information may be selected as representative identification information.

[0718] Accident event identification information can be generated from a combination of at least two of a random number, a time of generation, a device session value, a pseudonymized vehicle linkage value, a location cell, a road code, an accident feature value, or a hash value thereof.

[0719] The state version may be updated when the incident state corresponding to the same incident event identification information transitions to an incident candidate state, an incident estimated state, an incident confirmed state, an incident updated state, an incident canceled state, or an incident closed state. The reporting authority generation value may be updated when the incident processing node holding the final reporting authority changes, and the state version and the reporting authority generation value may be managed independently or in conjunction with each other.

[0721] In this specification, a state version refers to information capable of identifying the sequence, recency, or priority of multiple states regarding the same incident event, and may be implemented as a monotonically increasing counter, a time-based version value, a logical clock, a vector clock, a generation value, an epoch value, a sequence value, a hash chain value, or a combination thereof. Therefore, even if a state version is not used in name, information capable of identifying the sequence of states of the same incident event and selecting the latest valid state may be included in the state version.

[0723] 3. Accident detection device

[0724] Referring to FIG. 2, the accident detection device (100) may include at least one of a sensor unit (110), a device-side local interlocking communication unit (120), a device-side local direct radio wave communication unit (130), a device control unit (140), a local storage unit (150), a power supply unit (160), a warning light / sound output unit (170), a manual input unit (180), and a mounting status detection unit (190).

[0726] The sensor unit may include a 3-axis or 6-axis inertial measurement unit, an acceleration sensor, a gyroscope sensor, a tilt sensor, a vibration sensor, a magnetic sensor, a barometric pressure sensor, a voltage sensor, a temperature sensor, a vehicle signal input unit, or a combination thereof.

[0728] The above accident detection device can be implemented in the form of a warning light stick type, card type, cigarette lighter type, cup holder type, OBD combined type, dashboard attached type, vehicle built-in type, or a separate housing type.

[0730] The warning light-type accident detection device operates in an accident candidate detection and direct broadcast standby mode when fixed inside the vehicle, and can switch to an on-site warning mode that performs on-site flashing, siren output, and local danger information broadcasting when detached from the mounting bracket and installed outside the vehicle after an accident.

[0732] The on-site installation that triggers the transition to the above-mentioned on-site warning mode may be performed by at least one of the vehicle's driver, passenger, vehicle user, accident personnel, or a third party who has arrived at the accident scene. The third party may include at least one of a police officer, firefighter, ambulance personnel, road management agency personnel, road patrol personnel, or towing business operators.

[0734] The above accident detection device may be installed at a location spaced upstream from the accident point in the direction of traffic flow, and the distance may be set according to at least one of the road type, speed limit, sight distance, curve radius, traffic volume, and statutory safety measure standards.

[0736] For example, the above separation distance can be set in the range of several meters to several hundred meters behind the accident site, and as one embodiment, it can be set to about 100 meters, but the scope of the present invention is not limited to a specific separation distance.

[0738] Multiple accident detection devices may be installed at the accident site and at different rear distanced locations, respectively, and each accident detection device may broadcast a local risk data set containing its own transmission location information.

[0740] Since an accident detection device simply placed inside a vehicle may mistake the falling or overturning of the device itself for the overturning of the vehicle, the mounting status detection unit can determine the coupling or fixing status to the vehicle using at least one of a mounting bracket coupling switch, a magnetic sensor, a contact, NFC, BLE distance, mounting direction calibration, a vibration pattern, or the vehicle power connection status.

[0742] The above mounting bracket may be implemented as a charging cradle that supplies vehicle power or charging power to an accident detection device or a direct broadcasting device, and may include at least one of a power contact, a USB connection, a cigarette lighter power supply, a wireless charging unit, a mounting detection switch, and a locking unit.

[0744] The device control unit distinguishes at least one of a charging state, a mounting state, a normal detachment state, an abnormal detachment state, and a field installation state, and can switch to at least one of a parking standby mode, a driving mode, a device drop candidate state, or a field warning mode according to the result of the distinction.

[0746] If an abnormal detachment is detected while the vehicle is in motion, the sensor output caused by the device falling itself can be distinguished from potential vehicle accidents, and the user can be guided to re-mount or inspect the device.

[0748] The accident detection device (100) or direct broadcasting device may be implemented as at least one of a guard-type device that performs electronic display and detection of approaching vehicles according to its installation type or device role, a cone-type device placed on a road surface or lane, a master-type device that registers and controls multiple devices and relays local direct radio waves, and a safety bar-type device carried or worn by a field officer.

[0750] Regardless of the name or appearance of the above device, a device that performs a corresponding function may be included in each of the guard-type device, cone-coupled device, master-type device, or safety rod-type device.

[0752] The above cone-coupled device may include an installation state detection unit that detects at least one of a vehicle loading state, an unloading state from a vehicle, a road surface installation state, a retrieval state, a loading return state to a vehicle, a tilted state, an overturned state, and a movement state after installation.

[0754] The above installation status detection unit may use at least one of an acceleration sensor, a gyroscope sensor, a tilt sensor, a geomagnetic sensor, a contact sensor, a pressure sensor, an illuminance sensor, a proximity sensor, NFC, UWB, BLE signal strength, satellite navigation position information, and distance measurement information between devices.

[0756] The above cone-coupled device operates in standby or charging mode when loaded on a vehicle, and can switch to a field operation mode that performs at least one of field warning, detection of approaching vehicles, local direct broadcasting, and mesh communication with other devices when unloaded from a vehicle or when the installation status on the road surface is confirmed.

[0758] The above master device registers a plurality of guard-type devices, cone-coupled devices, safety bar-type devices, field warning devices, or mobile warning robots as a single device group and can manage at least one of the device identification information, device role, installation location, installation sequence, spacing between devices, battery level, communication quality, sensor status, output status, and assigned propagation section of each device.

[0760] The above master device suppresses redundant broadcasting or redundant output of multiple devices corresponding to the same risk event identification information and status version, and can assign different warning content, output direction, output level, broadcasting cycle, or relay role to the leading device, intermediate device, and trailing device according to the installation order or location of the devices.

[0762] The above master device may select a device among multiple devices that satisfies at least one of the pre-set conditions regarding communication quality, power status, location, assigned radio wave section, and device capability as a representative broadcasting device or representative relay.

[0764] If the current master device or representative broadcasting device is unable to perform control functions due to failure, power shortage, communication interruption, relocation, or retrieval, one of the remaining devices may succeed to the control authority, representative broadcasting role, or representative relay role. When succeeding, at least one of the master identification information, control authority generation value, lease value, or representative device identification information may be updated while maintaining the same risk event identification information and the latest status version.

[0766] The above master device interacts with the control system when the control system or mobile communication network is available, and when the control system or mobile communication network is unavailable, it can operate as a local broadcasting base for a group of devices based on the stored latest status version and validity period.

[0768] The device-side local interlocking communication unit (120) communicates with the terminal-side local interlocking communication unit (255) of the judgment terminal (200) using at least one of BLE, Wi-Fi, NFC, UWB, USB, wired serial communication, or an in-vehicle communication network, transmits accident candidate data (540) to the judgment terminal (200), and can receive accident judgment result (530), confirmation response, or control information from the judgment terminal (200).

[0770] The determination terminal (200) can determine at least one of the following: a type of danger event, a location of danger occurrence, a direction of travel, a target road section, a rear warning target path information (570), a danger level, and a valid time using at least one of the following: accident candidate data (540), detection information or device status information received from the accident detection device (100) or the direct broadcasting device, and at least one of the following: location information, direction of travel information, road section identification information, recent movement trajectory, and user input information obtained by the determination terminal (200).

[0772] The judgment terminal (200) can generate or update a local risk data set (510) including accident event identification information and a status version based on the above determination result, and can transmit at least one of the generated or updated local risk data set (510), the accident judgment result (530), or the direct broadcast control information to the accident detection device (100) or the direct broadcast device through the terminal-side local interlocking communication unit (255).

[0774] The accident detection device (100) or direct broadcasting device stores the local risk data set (510) received from the judgment terminal (200) in a local storage unit and can broadcast directly to a nearby or rear receiving node (300) using LoRa, sub-gigabit direct communication, low-power long-distance direct communication, BLE long-distance communication, Wi-Fi direct communication, or a local direct communication method equivalent thereto.

[0776] In one embodiment, the local interlocking communication path between the judgment terminal (200) and the accident detection device (100) or direct broadcasting device may use BLE, and the local direct communication path between the accident detection device (100) or direct broadcasting device and a surrounding or rear receiving node (300) may use LoRa or sub-gigabit direct communication. Accordingly, the judgment terminal (200) performs the judgment of a danger event, road section matching, and the generation of a warning target path, and the accident detection device (100) or direct broadcasting device may perform local direct broadcasting over a relatively long distance.

[0778] However, the division of functions between the judgment terminal (200) and the accident detection device (100) or the direct broadcasting device is not limited to the above embodiment. The accident detection device (100) or the direct broadcasting device may independently perform at least one of the creation, updating, storage, verification, and broadcasting of the local risk data set (510), and the judgment terminal (200) may perform at least one of the creation, conversion, direct broadcasting, or re-propagation of the local risk data set (510).

[0780] The device-side local direct radio communication unit (130) may include an RF circuit and an antenna for directly broadcasting a local risk data set (510) to a direct communication receiver (310) of a surrounding or rear receiving node (300).

[0782] The device-side local direct radio communication unit (130) may use LoRa, sub-gigabit direct communication, BLE long-range communication, Wi-Fi direct communication, DSRC, C-V2X, NR-V2X, or a direct communication method equivalent thereto. The device-side local interlocking communication unit (120) and the device-side local direct radio communication unit (130) may be implemented as physically separated communication modules, or a single wireless communication chipset, antenna, and protocol stack may be implemented to selectively perform both functions according to the communication partner, channel, address system, frame format, or operation mode.

[0784] The effective communication distance of the direct radio communication unit can be set according to the communication method, transmission power, antenna, road environment, vehicle shielding, installation location, and statutory technical standards. For example, it may be implemented to have a communication distance of 300 meters or more or about 500 meters on an open road, but the scope of the present invention is not limited to a specific communication distance.

[0786] If the accident detection device is installed on-site at a location separated from the accident site in the upstream direction of the traffic flow, the transmission point of the direct broadcast moves to the rear, so the actual reachable range for vehicles approaching from the rear can be extended by the aforementioned separation distance.

[0788] In addition, even in the event of power loss, fire, flooding, rollover, or device damage in the accident vehicle, the accident detection device installed at the site can continue to broadcast local risk data sets as an independent transmitting node via an internal rechargeable battery or primary battery.

[0790] The power supply unit may include vehicle power, USB power, cigarette lighter power, an internal rechargeable battery, a primary battery, a supercapacitor, or a combination thereof. When the vehicle's main power is cut off, the auxiliary power can be activated to maintain the transmission of accident candidate data, broadcast of local hazard information, or warning light and sound output for a preset time.

[0792] The power supply unit and the device control unit can select at least one of a parking standby mode, a driving reception mode, a danger transmission mode, and a low-power emergency mode based on at least one of whether the vehicle is moving, the vehicle power connection status, the connection status with the judgment terminal, whether vibration or movement is detected, whether a danger event occurs, whether direct broadcasting is executed, and the remaining battery level.

[0794] In parking standby mode, at least a portion of the inertial measurement unit or the mounting status detection unit may be maintained in a low-power state, and the advertising cycle of local interlocking communication and the reception cycle or active time of the direct radio communication unit may be reduced. When vehicle vibration, vehicle power connection, connection with a judgment terminal, or the initiation of movement is confirmed, the system switches to driving reception mode to increase the sensor sampling cycle and the reception cycle or reception active time of the direct radio communication unit.

[0796] When a candidate accident event or a passive risk event is generated, the device switches to risk transmission mode to perform at least one of direct broadcasting of a local risk data set, warning light output, and sound output.

[0798] When the remaining battery level decreases to below one of a plurality of step thresholds, the accident detection device or direct broadcasting device transmits charging recommendation information to the judgment terminal and displays the status through the display unit of the main body, and can switch to a low-power emergency mode that prioritizes at least one of accident candidate detection, emergency direct broadcasting, and reception of cancellation / termination status while reducing the execution frequency of at least one of display, general reception, general re-transmission, or non-essential output functions.

[0800] In one embodiment, the step thresholds may be set to approximately 50 percent, 30 percent, 15 percent, and 5 percent of the remaining amount, but may be changed depending on the battery capacity, usage environment, temperature, communication method, and operating policy, and the scope of the present invention is not limited to the above figures.

[0802] Low power status information or device abnormality information generated while not connected to a judgment terminal is stored in a local storage unit and can be transmitted as charging recommendation information or device inspection information when connected to a judgment terminal later.

[0804] The accident detection device may be an interconnected device that does not have location measurement and wide-area communication functions, or a standalone device equipped with a location measurement module, a wide-area communication module, and a self-accident status determination function. An interconnected device may utilize the computation and communication functions of a determination terminal, and a standalone device may perform self-accident determination or self-reporting when the determination terminal is unavailable.

[0806] Updated transmission location information broadcast in field warning mode can be obtained in at least one of the following ways.

[0807] (i) Where the accident detection device is equipped with a location measurement module, the location value measured by the location measurement module at the site installation location

[0808] (ii) A value inherited as the transmission position by receiving the location value measured by the judgment terminal at the time of field installation or immediately thereafter through a local interconnected communication path.

[0809] (iii) A value obtained by correcting the reference point by accumulating the movement direction and movement distance calculated based on the output of at least one of an inertial measurement unit, an accelerometer, a gyroscope, or a geomagnetic sensor, using the position value at the time of separation of the mounting bracket as the reference point.

[0810] (iv) Value estimated based on location reference information received from adjacent receiving nodes, roadside devices, or decision terminals and received signal strength

[0812] At least one of positioning method identification information, a location reliability index, and a location measurement time may be added to the above-mentioned updated transmission location information. The receiving node may differentially determine at least one of whether to execute a risk guidance, the guidance level, the method of displaying remaining distance, or whether to re-propagate based on the above-mentioned location reliability index.

[0814] Until the site installation location is confirmed, the location value of the accident point is used as a provisional transmission location, and once the site installation status is detected and the updated transmission location information is confirmed, the local risk data set can be updated by reflecting this.

[0816] Since the accident detection device (100) can be permanently installed and operated in the vehicle, it can switch to different power consumption modes depending on the operating state. When it is determined that the vehicle is in a parked or stopped state, the accident detection device (100) monitors for impact and rollover by operating only the inertial sensor at ultra-low power, the device-side local interlocking communication unit (120) transmits a low-frequency advertising signal, and the device-side local direct radio communication unit (130) can maintain a power saving state or a low-power reception state.

[0818] When vibration of the vehicle, initiation of movement, vehicle power connection, or connection with the judgment terminal (200) is detected, the vehicle is switched to driving mode and at least one of the sensor sampling period, local interlocking communication period, and the reception period or reception active time of the device-side local direct radio communication unit (130) can be increased.

[0820] The transmitting and receiving functions of the device-side local direct radio communication unit (130) may be controlled independently or in conjunction with each other. The transmitting function may be activated according to at least one of the following cases: when a candidate accident event is detected, when direct broadcast control information is received, when a manual risk event is generated or received, or when a re-propagation condition for a received local risk data set is satisfied.

[0821] In addition, the transmission function may be enabled even when propagation of a local risk data set indicating a cancellation or termination status is required.

[0823] The receiver function can be activated independently of whether a candidate accident event occurs. When the driving status of the vehicle is confirmed, the device-side local direct radio communication unit (130) or the direct communication receiver (310) of the receiving node (300) can receive a local risk data set broadcast by a nearby or forward transmitting node in at least one of continuous reception, periodic reception, duty cycle reception, reception based on channel activity detection, and operation reception based on synchronization signal or preamble detection.

[0825] The accident detection device (100), direct broadcasting device, or receiving node (300) can adjust the receiving cycle, receiving active time, or receiving standby state of the device-side local direct radio communication unit (130) or direct communication receiving unit (310) based on at least one of whether the vehicle is moving, speed, vehicle power status, connection status with the judgment terminal (200), road type, communication quality, battery level, and whether the vehicle is approaching a dangerous area.

[0827] When vehicle driving or approach to a hazardous area is detected, the reception cycle or reception active time may be increased, and when parking or prolonged stoppage is detected, it may be decreased or switched to a low-power reception state or power saving state.

[0829] The device-side local direct radio communication unit (130) can transmit the received local risk data set to the determination terminal (200) through the device-side local interlocking communication unit (120). The determination terminal (200) can determine whether to provide a risk warning by comparing the received local risk data set with at least one of the vehicle's current location, direction of travel, road section, recent movement trajectory, and estimated approach time.

[0831] Even if the connection with the judgment terminal (200) is temporarily disconnected, the accident detection device (100) or the receiving node (300) may maintain the receiving function or temporarily store the received local risk data set in a local storage unit. Subsequently, when the connection with the judgment terminal (200) is restored, data among the stored local risk data sets for which the validity period has not expired may be transmitted to the judgment terminal (200).

[0833] By controlling the transmission and reception functions separately, the accident detection device (100) can receive local danger information broadcast from the front even in a driving state where no accident or danger event has occurred, and selectively activate the transmission function when it is necessary to transmit danger information. In addition, the reception performance and power consumption required in the parking state and the driving state can be adjusted differently.

[0835] The power supply unit (160) may include a battery state measuring unit that measures or estimates at least one of the battery's voltage, current, charge amount, charge state, temperature, internal resistance, and degree of degradation. The battery state measuring unit may be implemented as at least one of a fuel gauge integrated circuit, a voltage measuring circuit, a current integrating circuit, a temperature sensor, a battery management circuit, or a circuit functionally corresponding to these.

[0837] The device control unit (140) can adjust at least one of the sensor sampling cycle, local interlocking communication cycle, receiving cycle of the device-side local direct radio communication unit (130), receiving active time, transmission output, broadcasting cycle, and warning light / sound output based on at least one of the charging state, expected remaining usage time, temperature, and degree of deterioration calculated by the battery status measuring unit.

[0839] When the high or low temperature state of the battery or the degree of degradation meets a preset standard, the device control unit (140) may calculate the remaining usage time based on the effective capacity reduced from the nominal capacity or restrict non-essential functions to secure reserve power necessary for maintaining emergency functions.

[0841] The accident detection device (100) measures the remaining battery level and transmits a charging recommendation notification, a repeat notification, or an emergency charging notification to the judgment terminal (200) according to a plurality of preset step thresholds, and can display the status through the display unit of the main body.

[0843] Even when the battery level decreases below the lowest threshold level, the accident candidate detection function and the broadcasting function of the local risk data set (510) may be maintained as a priority, while lighting output, periodic advertisements, and non-essential functions may be reduced as a priority. Low power information or device abnormality information that occurs while not connected to the judgment terminal (200) may be stored internally and transmitted upon the next connection.

[0845] 4. Determination of Judgment Terminal and Accident Status

[0846] Referring to FIG. 3, the judgment terminal (200) may include at least one of a trajectory data collection unit (210), a circulation buffer (220), an accident status judgment unit (230), an accident data generation unit for control (240), a reverse transmission control unit (250), a terminal-side local interlocking communication unit (255), a wide-area communication unit (260), a user verification unit (270), and a communication path status management unit (280).

[0848] The terminal-side local interlocking communication unit (255) receives accident candidate data (540) from the device-side local interlocking communication unit (120) of the accident detection device (100) and can back-transmit the accident judgment result (530) to the accident detection device (100) under the control of the back-transmission control unit (250).

[0850] The trajectory data collection unit can collect location, speed, direction of travel, acceleration, angular velocity, and movement trajectory based on at least one of user consent, BLE, Wi-Fi, or USB connection with the vehicle, vehicle power detection, OBD or CAN signals, location change, or application execution status.

[0852] The above-mentioned trajectory data collection unit (210) or accident status determination unit (230) may directly acquire data from the operating system or self-sensor of the determination terminal (200), or acquire at least one of location, speed, direction of travel, road section, lane, movement trajectory, and vehicle status information provided by at least one of a navigation application, map application, insurance application, mobility application, vehicle linkage application, or a server thereof. The acquisition may be performed through at least one of an application programming interface, a software development tool, inter-process communication, shared memory, a message queue, a webhook, streaming linkage, or a reference to a data object.

[0854] In this specification, the acquisition of information is not limited to the reception of raw data or a completed data set. The acquisition of information may also include receiving, calculating, or referencing at least one of feature values, feature vectors, embeddings, feature maps, classification results, inference results, summary information, data reference information, or identification information capable of querying the original data derived from raw data, or inferring necessary information therefrom.

[0856] The circular buffer can store position, velocity, direction, and sensor data for a recent preset time period for analysis before and after the occurrence of a candidate accident event. The preset time period may be, for example, 10 seconds to 60 seconds, but is not limited thereto.

[0858] When accident candidate data is received from an accident detection device, the judgment terminal can extract data before, at, and after the accident from a circular buffer based on the detection time of the accident candidate event and align the time axis.

[0860] The accident status determination unit can fuse at least one of the impact magnitude, impact direction, angular velocity, attitude change, rollover characteristics, and mounting status information detected by the accident detection device with the speed before the accident, amount of speed change, amount of change in direction of travel, duration of stop after the accident, whether re-acceleration occurred, whether normal driving was resumed, and the vehicle connection status of the determination terminal.

[0862] The accident state determination unit can determine an accident candidate event as any one of a non-accident state, an accident candidate state, an accident presumed state, an accident confirmed state, an accident canceled state, or an accident terminated state based on the above fusion result.

[0864] The judgment terminal can suppress local direct broadcasting or control center reporting if characteristics consistent with passing over a speed bump or uneven surface, sudden braking, closing of a vehicle door, falling, moving, or separating of an accident detection device, user operation, or temporary disturbance are confirmed.

[0866] The user confirmation unit may request the user to confirm whether an accident has occurred or to enter a report cancellation input through a screen, voice, vibration, vehicle speaker, warning device, or connected wearable device in a state where an accident is presumed or confirmed.

[0868] If conditions for high impact, rollover, prolonged stop, user non-response, or serious accident severity are met, the user verification procedure may be omitted, or the system may switch to a confirmed accident state after a preset waiting time has elapsed.

[0870] In this specification, the initiation of automatic response means at least one of the following: activation of a background process for judgment performed within the scope allowed by the operating system, switching of the application execution state, generation of a notification, calling of a user interface for accident verification, screen pop-up, voice guidance, request for user verification, initiation of an automatic reporting procedure, and automatic direct broadcasting of a local risk data set (510).

[0872] When the judgment terminal receives accident candidate data, it performs background processing for judgment, but may selectively suppress parts of the interface displayed to the user or subsequent automatic response depending on the speed conditions or road conditions described below.

[0874] The determination terminal can analyze speed and movement status collected in at least one interval between the immediately preceding preset time and the subsequent preset time based on the detection time of the accident candidate event. The speed and movement status may include at least one of the following: effective maximum speed, average speed, accumulated time driven above a speed threshold, speed immediately before impact, duration of stopping after impact, distance traveled after impact, whether acceleration occurred, and whether normal driving was returned.

[0876] The above effective maximum speed can be calculated after excluding samples with position accuracy below a standard, duplicate samples due to communication delay, or speed samples corresponding to preset outlier conditions.

[0878] If at least one of the effective maximum speed, average speed, or driving time above a speed threshold during the aforementioned immediately preceding preset time does not satisfy the preset speed condition, the judgment terminal may assign a low speed candidate state or an automatic response hold state to the accident candidate event.

[0880] For example, if the above effective maximum speed is below a preset threshold speed, the judgment terminal may suppress or suspend at least one of the automatic calling of the accident confirmation user interface, screen pop-up, voice guidance, automatic reporting procedure, and automatic direct broadcasting of the local risk data set (510) while maintaining background processing for judgment.

[0882] At this time, the judgment terminal (200) determines whether to initiate, suspend, or suppress each of the automatic call, automatic reporting procedure, and automatic direct broadcast of the local risk data set (510) of the accident verification user interface.

[0883] They can decide independently of each other.

[0885] For example, a combination is possible in which the accident confirmation user interface is invoked while automatic reporting is suspended and automatic direct broadcasting is initiated, or a combination is possible in which the accident confirmation user interface and automatic reporting are suspended while only automatic direct broadcasting is initiated for the safety of rear vehicles.

[0887] Decisions regarding the three aforementioned subjects may be made using different thresholds, different judgment criteria, or different re-evaluation cycles. For automatic direct broadcasting, a lower threshold than the other two subjects may be applied considering the risk of rear-end collision, and for automatic reporting, a relatively higher threshold may be applied considering the consumption of public resources due to false reports.

[0889] The determination terminal can obtain road context information including at least one of a road name, road identification information, road link identification information, road type, road function grade, speed limit, whether it is a parking lot, whether it is private property, whether it is a vehicle maintenance facility, whether it is a low-speed operation section, and geofence information corresponding to the location where a candidate accident event occurred. If a user specifies a road name or a place name, the road name or place name may be converted into one or more road link identification information, spatial area, or geofence and used as an automatic response suppression condition or an automatic response level determination condition.

[0891] The determination terminal can determine an automatic response level by combining the speed condition and the road context information using at least one of a logical AND, logical OR, weighted score, rule-based model, or learning model. The automatic response level may include at least one of silent recording of an accident candidate state, additional data collection and re-evaluation, general notification output, calling a user interface for accident confirmation, broadcasting of a preliminary local risk data set, local direct broadcasting of an accident confirmed state, and transmission of an accident data set for control.

[0893] Even if automatic response is suppressed or suspended due to the above speed conditions or road conditions, if at least one of the following is satisfied by a preset safety priority condition: impact magnitude, rollover, sudden change in attitude, airbag or vehicle emergency notification signal, prolonged stop after impact, repeated impact, loss of vehicle power, user non-response, and serious accident severity, the judgment terminal may release the suppression or suspension and initiate at least one of an accident confirmation user interface, automatic reporting, or local direct broadcast.

[0895] The suppression or suspension of the above automatic response does not block the user's manual report. The user may initiate a manual report by directly activating the application of the judgment terminal or by using at least one of the manual input section (180) of the accident detection device (100), a vehicle-mounted user interface, voice input, or a connected wearable device. When a manual report input is received, the judgment terminal may perform at least one of the transmission of an accident data set for control, the generation and broadcasting of a local risk data set, or a user verification procedure, regardless of the above speed conditions or road conditions.

[0897] An accident candidate event for which automatic response is suppressed or suspended is not discarded but may be recorded in a hierarchical common accident state object (500) or an event processing state object (640) along with at least one of accident event identification information, accident candidate status, reason for suppressing automatic response, applied speed condition, applied road condition, and re-evaluation time. Subsequently, if the probability of an accident changes due to at least one of additional impact, rollover, continued stop, failure to accelerate again, abnormality of the location trajectory, or user input, the state version may be increased and transitioned to an accident estimated state, accident confirmed state, accident canceled state, or accident terminated state.

[0899] The above preset time, threshold speed, speed conditions, road conditions, and automatic response level may be set by the system, manufacturer, control operator, or service manager according to vehicle type, type of moving object, type of device, road environment, service policy, or accident severity, and may be adjusted by the user within the setting range permitted by the system. However, user settings may be applied so as not to block manual reporting and not to restrict the initiation of automatic response based on preset safety priority conditions.

[0901] The judgment terminal (200) can generate direct broadcast control information that instructs to allow, suspend, suppress, resume, or terminate the direct broadcast of the local risk data set (510) based on at least one of the speed condition, road condition, automatic response level, and safety priority condition.

[0903] The above direct broadcast control information may include at least one of whether direct broadcasting is allowed, the reason for suspension or suppression, the time of re-evaluation, the validity period, whether safety priority conditions are satisfied, and whether manual report input is entered. The above direct broadcast control information may be included in at least one of the header, payload, extension field, or metadata of the accident judgment result (530) and transmitted to the accident detection device (100) or the direct broadcast device through a local interconnected communication path.

[0905] In one embodiment, the direct broadcast control information may include an action code identifying at least one of broadcast initiation, broadcast suspension, broadcast suppression, broadcast resumption, and broadcast termination of a local risk data set (510), and accident event identification information and an accident state version to which the action code applies. The action code may be expressed as at least one of a numeric value, an enumeration value, a bit flag, a string, a command identifier, or a state transition indicator.

[0907] By transmitting the above operation code and the target identification information together, the accident judgment result (530) and the direct broadcast control information can be processed in the same way whether they are transmitted as a single message or separated into two or more different messages or packets. The received accident detection device (100) or direct broadcast device may apply the above operation code only when the target identification information corresponds to the accident event identification information and accident state version of the local risk data set (510) it possesses, and may not apply the operation code corresponding to the old generation accident state version.

[0909] In another embodiment, the direct broadcast control information may be generated as a separate linkage control message distinct from the accident judgment result (530) and transmitted to the accident detection device (100) or the direct broadcast device through a local linkage communication path. The separate linkage control message may be linked to the accident judgment result (530) by sharing at least one of the same accident event identification information, state version, accident judgment result identification information, correlation identification information, session identification information, data reference information, or hash value as the accident judgment result (530).

[0911] The above direct broadcast control information and accident judgment result (530) may be transmitted in the same transmission packet or transmitted in different transmission packets, at different times, or in different order. When received at different times or in different order, the accident detection device (100) or the direct broadcast device may combine the two using at least one of accident event identification information, status version, creation time, accident judgment result identification information, or correlation identification information, and apply the latest valid direct broadcast control status.

[0913] The device control unit (140) of the accident detection device (100) or the broadcast control unit of the direct broadcasting device may perform at least one of generating a local risk data set (510), starting a broadcast, suspending a broadcast, suppressing a broadcast, resuming a broadcast, and ending a broadcast according to the direct broadcasting control information.

[0915] Subsequently, if the automatic response status changes due to manual report input or safety priority conditions, the judgment terminal (200) can increase the status version or update it to identify the latest status, and include the updated direct broadcast control information in the accident judgment result (530) or transmit it again to the accident detection device (100) or the direct broadcast device as a separate control message linked to the accident judgment result (530).

[0917] The accident state determination of the present invention is not limited to a process that classifies only whether an accident has occurred by simply combining a plurality of sensor information, location information, speed information, or movement trajectory information. The determination terminal (200) determines the accident state and the level of automatic response by combining the movement state before and after the occurrence of an accident candidate event and the road context information of the accident location, and can control the initiation, suspension, suppression, re-evaluation, resumption, or termination of at least one of an accident confirmation user interface, an automatic reporting procedure, and a control system (400) or a local direct broadcast independent of a mobile communication network by linking the results of the determination.

[0919] In addition, even if automatic response is suppressed or suspended, the accident candidate event is not discarded but is maintained in the hierarchical common accident state object (500) or event processing state object (640), and the accident state and direct broadcast control information can be updated according to at least one of additional impact, rollover, continued stop, failure to re-accelerate, abnormality of the movement trajectory, safety priority condition or user input.

[0921] Accordingly, while suppressing the spread of false alarms in low-speed, parking, maintenance, private property, or non-accident situations, the suppression is released in the event of a serious accident to promptly perform automatic reporting and local direct broadcasting, and existing risk guidance and subsequent re-transmission can be consistently updated or terminated depending on the update, cancellation, or termination of the accident.

[0923] Therefore, accident determination based on pre- and post-accident movement status and road context information, the generation and reverse transmission of direct broadcast control information, the state lifecycle management of control accident data sets and local risk data sets, and the release of suppression based on safety priority conditions are not merely a simple parallel combination of independent functions, but can function to resolve the conflicting technical requirements of suppressing the spread of false alarms and preventing delays in responding to major accidents together within a single linked processing structure.

[0925] The determination of the accident status may be performed at a determination terminal (200) physically separated from the accident detection device (100), or it may be performed by dividing the accident detection function module and the determination function module within a single vehicle-mounted electronic device. For convenience of explanation, the following description will focus on an embodiment in which the accident detection device (100) and the determination terminal (200) are connected via local interlocking communication.

[0927] Referring to FIG. 26, the determination terminal (200) can determine the upstream direction of the traffic flow for a vehicle approaching a danger point using the recent location and movement trajectory stored in the circulation buffer (220), and generate rear warning target path information (570) corresponding to the upstream direction.

[0929] Specifically, the determination terminal (200) can extract identification information of one or more road sections that a vehicle has passed through during a preset time or preset distance prior to the occurrence time of an accident candidate event or a manual danger event, in chronological order. The determination terminal (200) can generate rear warning target path information (570) by arranging the extracted road section identification information in reverse order or by reconstructing the connection relationships between the road sections in the upstream direction of the traffic flow from the danger occurrence point.

[0931] The above preset time or preset distance may be fixed or variably set according to at least one of the vehicle's driving speed, road type, speed limit, traffic volume, communication range, type of danger, and required advance warning time. Accordingly, a travel trajectory with a relatively long time or distance range may be used on highways, and a travel trajectory with a relatively short time or distance range may be used on low-speed roads or urban roads.

[0933] The above road section identification information may include at least one of road link identification information, road node identification information, lane identification information, or road section classification information functionally corresponding thereto, obtained by aligning the vehicle's location information with map information. If there are multiple road section candidates, the determination terminal (200) may determine the road section that the vehicle actually passed through based on at least one of the measurement time, direction of movement, speed of movement, location reliability, road connection relationship, map alignment reliability, and vertical position information.

[0935] For example, if a vehicle passes through the first road section (A), the second road section (B), and the third road section (C) in sequence and a danger event occurs at the danger point (P), the vehicle's recent travel path can be represented in the order of ABCP. The determination terminal (200) can analyze the recent travel path in reverse order based on the danger point (P) to generate rear warning target path information (570) connected in the order of PCBA.

[0937] Even when the vehicle passes through an intersection, a junction, an entry ramp, or a merging section, the determination terminal (200) can determine the entry path that the vehicle actually passed through based on the measurement order of locations included in the recent movement trajectory, the direction of travel of the vehicle, and the connection relationship between the road sections, and can generate rear warning target path information (570) by tracing the entry path in reverse order from the point of danger occurrence.

[0939] In this case, the rear warning target path information (570) may include at least one of the following: danger occurrence point identification information, current road section identification information, previous road section identification information, arrangement order of road sections, connection relationship between road sections, direction of travel information, vertical road layer information, lane information, entry ramp or junction information, and warning propagation direction information.

[0941] The judgment terminal (200) may include all or part of the rear warning target path information (570) in the local risk data set (510), or transmit the rear warning target path information (570) in conjunction with the local risk data set (510) to the accident detection device (100) or direct broadcasting device.

[0943] The accident detection device (100) or the direct broadcasting device may directly broadcast a local risk data set (510) including or associated with the rear warning target path information (570) to one or more receiving nodes (300) located nearby or behind. At this time, the direct broadcasting may be performed by designating a road section corresponding to the rear warning target path information (570) as the warning target, but the physical reach of the wireless signal is not limited only to the road section.

[0945] The receiving node (300) can compare or match at least one of the received rear warning target path information (570) with the current location of the vehicle, the current road section, the direction of travel, the vertical road layer, the lane, the branching relationship, the recent movement trajectory, the planned driving path, and the expected approach path to the point of danger.

[0947] The receiving node (300) can determine whether its own vehicle is a warning target vehicle approaching a danger point based on the comparison or matching result, and determine whether to output a danger guidance and whether to subsequently re-propagate.

[0949] If the alignment result of the vertical road layer is uncertain or does not meet the preset reliability criteria, the receiving node (300) can control the output of the danger guidance and subsequent re-propagation differently.

[0950] For example, if the risk level or estimated time of arrival satisfies the pre-set emergency criteria, the output of a preliminary warning may be allowed, but subsequent re-propagation may be withheld or suppressed, and subsequently, if the alignment of the vertical road layer is confirmed by at least one of the road layer identification information on the map, positioning altitude information, barometric pressure information, inertial sensor information, recent movement trajectory, or road connection relationship, the output of the main warning or subsequent re-propagation may be allowed.

[0952] Conversely, if it is determined that the vertical road layer does not match or that the vehicle is traveling on an upper road, lower road, parallel road, or branch road that does not lead to a point of danger, the receiving node (300) can suppress at least one of danger guidance and subsequent re-propagation. Accordingly, unnecessary warnings for vehicles that have physically received the wireless signal but are not related to the risk of an accident and redundant re-propagation of the local direct communication network can be reduced.

[0954] Accordingly, the receiving node (300) may suppress or omit at least one of danger guidance or subsequent re-propagation for vehicles in the opposite lane, vehicles on a parallel road, vehicles on an overlapping road above or below, vehicles proceeding in a different direction at a branching point, vehicles that have already passed the danger point, or vehicles that are not approaching the danger point.

[0956] At this time, even if the local risk data set (510) physically reaches a receiving node of a road or vehicle that is not included in the rear warning target path due to the radio wave characteristics, the receiving node can suppress at least one of the output of the risk guidance and subsequent re-propagation based on the comparison or matching result.

[0958] Accordingly, the rear warning target path information (570) is not limited to information that limits the physical reach of the wireless signal to a specific road, and can be used as logical path information for the receiving node (300) to determine the relationship between the received danger information and its own vehicle, whether to execute the danger guidance, and whether to subsequently re-propagate.

[0960] However, if the estimated time to reach the point of danger is less than or equal to a preset emergency standard, or if the risk level of the received risk information is greater than or equal to a preset emergency level, the receiving node (300) may output a preliminary warning before the alignment of the road section or path is completed, and switch to a main warning or release the preliminary warning depending on the subsequent alignment result.

[0962] The judgment terminal (200) may not transmit the entire recent movement trajectory or raw location information through a local direct communication path, but may transmit only all or part of the rear warning target path information (570) generated from the recent movement trajectory to the accident detection device (100) or direct broadcasting device through local interlocking communication.

[0964] The above rear warning target path information (570) can be converted, summarized, or compressed to include at least one of road section identification information, the arrangement order of road sections, the connection relationship between road sections, and warning propagation direction information, which is fewer than the raw location information included in the recent movement trajectory. Accordingly, the transmission of detailed location information that is unnecessary for danger guidance and warning target selection can be reduced.

[0966] In one embodiment, the determination terminal (200) may update and store recent movement history, including at least one of location information, road section identification information, direction of travel information, vertical road layer information, and time of passage, in a circular buffer or movement history storage unit. When a danger event occurs, the determination terminal (200) may extract movement history corresponding to a preset time or preset driving distance range prior to the occurrence of the danger event from the circular buffer or movement history storage unit, and align the extracted movement history with a road link or road section on a map.

[0968] The determination terminal (200) can remove or merge at least one of the road links that are unnecessary for generating a warning target path, such as continuously overlapping road links, stopping sections, road links that are repeatedly matched due to position errors, or road links that are unnecessary for generating a warning target path, and can generate a reverse link list by arranging the road links or road sections that the vehicle actually passed through in reverse order of time from the point of danger occurrence. The reverse link list may constitute all or part of the rear warning target path information (570).

[0970] In another embodiment, instead of arranging recent movement trajectories in reverse chronological order, the determination terminal (200) may search for a set of upstream road links that can enter the danger point using the connection relationships between road nodes and road links included in the map information, and generate rear warning target path information (570) using the searched set of upstream road links. In this case, upstream road links that the accident vehicle did not actually pass through may also be included in the warning target, and directional selective propagation is possible even in implementations where recent movement trajectories are not stored or the storage period is short.

[0972] If the storage interval of the recent movement trajectory is shorter than the preset standard, location information is missing, location accuracy falls short of the preset standard, satellite navigation signal is blocked, or road link alignment reliability falls short of the preset standard, the determination terminal (200) may omit the reverse arrangement of the recent movement trajectory or use it only as an auxiliary method and generate rear warning target path information (570) based on the search of road connection relationships.

[0974] If only a portion of the recent travel trajectory is valid, the results of the search for a series of road links corresponding to the valid trajectory and an upstream road link that can enter the point of danger may be integrated. In this case, each candidate path may be assigned a path reliability based on at least one of the following: trajectory consistency, road connectivity, direction of travel consistency, and connectivity to the point of danger.

[0976] The above search can be performed by sequentially expanding links connected in the reverse direction of travel, starting from a road link corresponding to the point of danger, within a range of a preset number of hops, a preset cumulative distance, or a preset estimated time of arrival, and at a branch point, by selecting only links that can join to the point of danger and excluding links that deviate from the point of danger.

[0978] Accordingly, the rear warning target path information (570) can be generated by at least one of the following: a reverse chronological arrangement of the recent movement trajectory, a reverse chronological arrangement of the road link series corresponding to the recent movement trajectory, or a search of road connection relationships for upstream road links that can enter the danger point, and in any of these methods, the function of specifying the rear of the danger point or the upstream direction of the traffic flow is the same.

[0980] The determination terminal (200) may generate summary path information that includes at least one of the following: a reverse link list, an arrangement order of road sections, a connection relationship between road sections, a direction of travel information, a vertical road layer information, and a warning propagation direction information, without including the entire recent movement coordinate sequence in the local risk data set (510). The summary path information may be transmitted to an accident detection device (100), a direct broadcasting device, or a receiving node (300) with at least one of compression, encryption, hashing, pseudonymization, or integrity protection applied.

[0982] Accordingly, while reducing the external exposure of the raw location coordinate sequence or detailed movement history prior to the accident, it is possible to select the vehicle to be warned by utilizing the upstream road link and its sequence in which the accident vehicle actually entered, and reduce the data size, transmission time, and wireless channel occupancy of local direct communication packets.

[0984] In the present invention, the rear warning target path information (570) is not information generated by a control server or a wide-area server and transmitted downward to a user terminal, but rather information generated by a judgment terminal (200) or accident detection device (100) corresponding to an accident vehicle or moving object using its recent movement history or map information it possesses, included in a local risk data set (510), and directly propagated through a local direct communication path.

[0986] Accordingly, the receiving node (300) of the present invention does not compare the risk data set received from the control server with its own driving trajectory, but rather compares the local risk data set (510) received directly through a local direct communication path from a transmitting node or another receiving node corresponding to the point of risk occurrence with at least one of its current location, direction of travel, current driving road, lane, and vertical road layer.

[0988] In addition, the receiving node (300) of the present invention determines not only whether to execute a risk guidance for itself, but also independently determines whether to re-propagate the local risk data set (510) to other receiving nodes. That is, re-propagation may be performed for rear vehicles even if one's own vehicle does not qualify as a warning target, and conversely, re-propagation may not be performed even if one's own vehicle does qualify as a warning target if the re-propagation conditions are not met.

[0990] The above road section information may be expressed as at least one of road link identification information, road node identification information, node-link identifier, lane identification information, connection relationship of road sections, or coordinate information instead of a Korean road name. A receiving judgment terminal or a vehicle-mounted electronic device may use map information to convert the above road section information into driver guidance information including at least one of a road name, direction of travel, type of hazard, remaining distance, estimated time of arrival, and hazard lane.

[0992] For example, the receiving judgment terminal can generate guidance information including at least one of the danger occurrence point, approach distance, direction of travel, danger lane, and danger type, such as "There is a stopped vehicle 580 meters ahead in the same direction of travel, in the second lane," and output this information through at least one of a screen, voice, vibration, alarm sound, vehicle speaker, or warning light / sound output unit of a safety bar.

[0994] The judgment terminal (200) can generate manual risk event information (580) based on the user's selection, without relying on the detection of accident candidate events by the accident detection device (100). The user confirmation unit (270) of the judgment terminal (200) can provide a risk type selection screen including at least one of vehicle breakdown, traffic accident, suspected traffic accident, emergency stop, road obstacle or falling object, accident cleanup, lane control, road closure, detour guidance, road construction, lane work, snow removal, facility restoration, towing / rescue, fire, flooding, road surface abnormality, and limited visibility.

[0996] The above-mentioned risk type selection screen may further include a user interface for canceling an incorrectly selected risk type or selecting to terminate a manual risk event that has already been generated. When a manual risk event is selected, the determination terminal (200) generates risk event identification information and a status version, and may generate manual risk event information (580) including at least one of a risk type, current location, road section identification information, direction of travel information, vertical road layer information, rear warning target path information (570), validity period, and relay restriction information.

[0998] The judgment terminal (200) can transmit the generated manual risk event information (580) to the accident detection device (100) or direct broadcasting device via local interlocking communication. The accident detection device (100) or direct broadcasting device can store the manual risk event information (580) in a local storage unit or an internal storage unit, and based on this, generate or update a local risk data set (510) and broadcast it directly.

[1000] Even when the local interlocking communication connection with the judgment terminal (200) is disconnected or the mobile communication network or wide-area communication path is not available, the accident detection device (100) or the direct broadcasting device can independently continue direct broadcasting of the local risk data set (510) based on the latest status version and validity time of the stored manual risk event information (580).

[1002] The above validity period may be set differently depending on at least one of the risk type, risk grade, road type, issuer type, certification status, and working time designated by the user or institution.

[1004] For example, a first valid time is set for vehicle breakdown or towing / rescue, and for confirmed accidents, accident recovery confirmed by an agency, or road construction, a second valid time different from the above first valid time or an approved work time may be set.

[1006] When a risk is resolved or an incorrect input by the user is confirmed, the judgment terminal (200) may generate a cancellation data set or a termination data set containing the same risk event identification information and an increased or updated state version according to the user's cancellation input or termination input, and transmit it to the accident detection device (100) or direct broadcasting device.

[1008] When the accident detection device (100) or direct broadcasting device receives the cancellation data set or termination data set, it may broadcast it directly and then terminate the broadcast for the corresponding manual risk event. Even if a cancellation input or termination input is not received, the broadcast may be automatically terminated when the validity period expires, and the stored manual risk event information (580) may be expired, deactivated, or deleted.

[1010] Meanwhile, the generation of a manual risk event does not immediately mean automatic reporting to an emergency rescue agency or control system. The judgment terminal (200) can independently determine whether to report to the control system and whether to perform direct broadcasting via local direct communication based on at least one of the risk type, risk grade, issuer qualification, certification status, road type, and a preset reporting policy.

[1012] For example, even for risk types that do not require reporting to emergency rescue agencies, such as safe stopping on the shoulder, local direct broadcasting may be performed if there is a risk of approaching vehicles from the rear. For risk types that require reporting to emergency rescue agencies or control systems, both control reporting and local direct broadcasting may be performed; however, for management or support requests that do not require local direct broadcasting, only information transmission to the relevant agency may be performed.

[1014] The judgment terminal (200) can manage whether to perform a report to the control system and whether to perform a local direct broadcast as independent transmission control states. The transmission control states may include at least one of a first state in which both a control report and a local direct broadcast are performed; a second state in which a control report is suppressed, suspended, or omitted and a local direct broadcast is performed; a third state in which a control report or information transmission to a designated agency is performed and a local direct broadcast is suppressed; and a fourth state in which additional information is collected or re-evaluated while both transmissions are suspended.

[1016] The judgment terminal (200) can determine the transmission control state based on at least one of the following: risk type, risk grade, accident probability or judgment reliability, risk level for rear approaching vehicles, road type, stopping location, lane occupancy status, vehicle movement capability, issuer qualification information (590), verification result of multiple nodes, user input, and preset reporting policy.

[1018] For example, if a vehicle is stopped on the shoulder or in a road safety area and no personal injury, lane occupation, fire, rollover, or need for emergency rescue is confirmed, the judgment terminal (200) may initiate direct broadcasting of the local risk data set (510) while omitting the generation of report information to the control system or suppressing or withholding its transmission. Accordingly, at least one of the transmission of unnecessary report information through the wide-area communication network, the generation of events by the control system, and redundant processing can be reduced while maintaining warnings for vehicles approaching from the rear.

[1020] In the above second state, if at least one of additional impact, vehicle lane encroachment, user non-response, long-term stop, signs of fire or flooding, risk confirmation by multiple nodes, increase in risk level, or preset safety priority conditions is confirmed, the judgment terminal (200) can release the suppression or suspension of the control report and switch the transmission control state to a state in which the control report and local direct broadcast are performed together.

[1022] Conversely, when the resolution of the risk, the resumption of normal vehicle movement, the cancellation of an incorrect input, or the expiration of the validity period of the risk information is confirmed, the judgment terminal (200) may terminate the suspension status of the control report and update the status version of the local risk data set (510) to directly broadcast the cancellation or termination status. The judgment terminal (200) may manage issuer qualification information (590) indicating the user's role and authentication status. The issuer qualification information (590) may include at least one of the issuer type, affiliated organization information, job qualification information, authentication level, authentication validity period, and electronic signature or signature value.

[1024] The above-mentioned issuer types may include at least one of general drivers, police officers, firefighters / paramedics, road workers, towing / rescue technicians, and employees of road management agencies. The above-mentioned certification status may include at least one of an uncertified status, a user certification status, a job qualification certification status, and an agency certification status.

[1026] The judgment terminal (200) can limit or differentially set at least one of the types of manual risk events that can be generated or selected according to issuer qualification information (590), validity period, broadcast priority, control report status and displayed reliability.

[1028] The judgment terminal (200), user terminal, or field terminal may use at least one of the following issuance control information to suppress the misissuance and malicious issuance of manual risk events. This includes the validity period of the issuance authority, the area, road section, work area, or geofence where issuance is permitted, the renewal cycle of the issuance authority, multiple approvals by two or more users or two or more devices, the result of remote certification of the device, the issuer's electronic signature or verifiable credentials, the processing of issuance cancellation and expiration, the restriction on repeated issuance within a preset time by the same user or the same device, the reporting reliability index based on the issuance history, the temporary risk level applied until verification by the control system (400), and the preservation of audit logs for tracking false issuance.

[1030] If a passive risk event is generated when the validity period of the above-mentioned issuance authority has expired or the issuance is outside the permitted area, the judgment terminal (200) may refuse to generate a passive risk data set or direct broadcast, or may only propagate as limited risk information with a low authentication level. In this case, the receiving node (300) may apply guidance intensity, re-propagation status, and validity time differentially according to the authentication level.

[1032] If a manual risk event exceeding a preset number of times is issued within a preset time by the same user or the same device, or if an issuance is repeated without confirmation by another node regarding the same point, the judgment terminal (200) or the control system (400) may lower the report reliability index of the issuer concerned and reduce the validity period, broadcast priority, or propagation range of subsequent issuances. However, if safety priority conditions are satisfied, the above reduction may not be applied.

[1034] Until confirmation by the control system (400), a temporary risk level may be assigned to the manual risk data set, and when the confirmation result of the control system (400) is received, it may be replaced with a confirmed risk level along with an updated risk status version. If false issuance is confirmed, a release data set with an increased risk status version may be propagated to terminate ongoing guidance and re-propagation, and the issuer identification information, time of issuance, location of issuance, and reason for release may be preserved in the audit log.

[1036] For example, general drivers may select risk types corresponding to vehicle breakdown, suspected traffic accident, emergency stop, and road obstacle; police officers may additionally select accident management, lane control, road closure, and detour guidance; road workers may select road construction, lane work, snow removal, and facility restoration; and towing and rescue technicians may additionally select towing and rescue operations. However, the correspondence between the above risk types and issuer types is exemplary and may change depending on operational policies or certification levels.

[1038] The local risk data set (510) may include at least one of a publisher type, authentication status, and event generation basis corresponding to the publisher qualification information (590). The event generation basis may represent at least one of user manual selection, sensor-based automatic detection, fusion judgment by a judgment terminal, cross-verification of multiple nodes, verification by a control system, and verification by an institution-certified publisher.

[1040] The receiving node (300) can differentiate the reliability of risk information based on at least one of the issuer type, authentication status and event generation basis, and can differentially determine at least one of the guidance content, guidance level, display color, warning sound, vibration pattern and whether to allow vehicle safety control linkage.

[1042] For example, manual risk events directly selected by the user may be displayed as driver-reported or unidentified risk status, while risk events resulting from the fusion judgment of sensors and judgment terminals may be displayed as an accident-presumed status. If identical or mutually corresponding risk event identification information is received from multiple nodes and cross-verification is performed, it may be displayed as a high probability of accident status; if confirmed by a control system or an institutional certification issuer, it may be displayed as a confirmed accident, certification warning, or on-site cleanup status.

[1044] Risk information issued prior to verification by the control system or an authorized issuer may be broadcast in a temporary warning state. Subsequently, once verification by the control system or an authorized issuer is completed, it may transition to an authorized warning state containing the same risk event identification information and an increased or updated status version.

[1046] Even if the system transitions from a temporary warning state to an authenticated warning state, the same risk event identification information can be maintained for the same risk event. The receiving node (300) can update the existing temporary warning to an authenticated warning based on an increased or updated state version, and can suppress duplicate notifications or duplicate re-propagation regarding the same risk event.

[1048] 5. Transmitter Handoff and Duplex Transmission

[1049] Referring to FIG. 4, the accident detection device (100) generates an accident candidate event when the detection result of the sensor unit (110) satisfies the accident candidate condition, and transmits the accident candidate data (540) to the judgment terminal (200) through local interlocking communication between the device-side local interlocking communication unit (120) and the terminal-side local interlocking communication unit (255).

[1051] The above accident candidate data (540) may include at least one of accident detection device identification information, local event number, accident candidate type, detection time, sensor raw value, sensor feature value, impact magnitude, impact direction, rotation feature, rollover feature, mounting status and integrity verification value.

[1053] The determination terminal (200) determines the accident state by fusing the accident candidate data (540) and the movement trajectory or vehicle state data stored in the circulation buffer (220), and generates or confirms accident event identification information and a state version.

[1055] In one embodiment, the accident candidate event or accident candidate state is not limited to the case where it is first generated by the accident detection device (100). The judgment terminal (200), the vehicle-mounted electronic device, or the judgment function unit may first generate the accident candidate event or accident candidate state based on at least one of self-sensor information, location information, speed information, direction of travel information, movement trajectory information, and vehicle status information, and then verify, reinforce, promote, cancel, or update the accident candidate event or accident candidate state using the sensor information or accident candidate data (540) received from the accident detection device (100) or the accident detection function unit.

[1057] In another embodiment, two or more of the accident detection device (100), the judgment terminal (200), the vehicle-mounted electronic device, or the judgment function unit can each generate an accident candidate event or an accident candidate state.

[1059] The judgment terminal (200) can merge the plurality of accident candidate events or accident candidate states into one accident event or distinguish them into different accident events based on at least one temporal, spatial, or dynamic correspondence among the time of occurrence, location of occurrence, movement trajectory, impact magnitude, impact direction, rotational feature value, rollover feature value, and vehicle state information of each generated accident candidate event or accident candidate state.

[1061] The above-mentioned judgment terminal (200) can determine or update at least one of an accident state, judgment reliability, accident severity, whether to broadcast directly, whether to report automatically, and whether to initiate a user verification procedure based on the result of comparing the accident candidate event or accident candidate state generated first with the sensor information or accident candidate data (540) received thereafter.

[1063] The accident state determination unit (230) of the determination terminal (200) generates an accident determination result (530) corresponding to the determined accident state, and the reverse transmission control unit (250) reverse transmits the accident determination result (530) to the accident detection device (100) through local interlocking communication between the terminal-side local interlocking communication unit (255) and the device-side local interlocking communication unit (120).

[1065] The above accident judgment result (530) may include at least one of accident event identification information, accident status code, status version, judgment reliability, accident severity, accident location, road identification information, direction of travel information, vertical road layer information, judgment time, validity period of local risk data set (510), recommended guidance level, and message authentication information.

[1067] The above accident determination result (530) may be transmitted to an accident detection device (100) or a direct broadcasting device as an independent message distinct from the local risk data set (510). In another embodiment, all or part of the above accident determination result (530) may be transmitted in a form included in at least one of the header, payload, extension field, or metadata of the local risk data set (510), which includes at least one of accident event identification information, accident status code, and status version.

[1069] In this case, the transmission of the local risk data set (510) can be seen as performing the transmission or reverse transmission of the accident judgment result (530) together, and the accident detection device (100) or the direct broadcasting device can perform direct broadcasting based on at least one of the accident status, status version, direct broadcasting control information or judgment result linkage information included in the local risk data set (510) without additionally receiving a separate accident judgment result message.

[1071] The above accident judgment result (530) may be transmitted redundantly in the form of an independent message and a local risk data set (510), or may be linked with the local risk data set (510) by at least one of accident judgment result identification information, accident event identification information, status version, correlation identification information, data reference information, or hash value.

[1073] The accident judgment result (530) or local risk data set (510) may include judgment result linkage information indicating that the local risk data set was generated in conjunction with the accident status judgment of the judgment terminal (200). The judgment result linkage information may include at least one of accident judgment result identification information, hash value of the accident judgment result, judgment node identification information, time of judgment result generation, accident status code, status version, judgment reliability, direct broadcast control information, and message authentication value.

[1075] The device control unit (140) of the accident detection device (100) verifies at least one of the integrity, validity period, authentication status of the judgment terminal, and status version of the accident judgment result (530), and generates or updates a local risk data set (510) based on the accident judgment result (530). The device-side local direct radio communication unit (130) broadcasts the local risk data set (510) directly to the direct communication receiver (310) of a surrounding or rear receiving node (300) using local direct communication in which the local interlocking communication and the communication partner and transmission target data are distinguished.

[1077] In one embodiment, the judgment terminal (200) may generate a local risk data set (510) in a completed form that includes an accident judgment result (530) or is associated with the accident judgment result (530) and transmit it to the accident detection device (100). In this case, the accident detection device (100) may verify at least one of the accident event identification information, status version, validity time, and integrity verification information included in the local risk data set (510), and then directly broadcast the local risk data set (510) without regenerating a separate local risk data set.

[1079] Accordingly, the creation or updating of a local risk data set based on an accident judgment result may include cases where the accident detection device creates all or part of the fields of the data set, and cases where the accident detection device receives, verifies, stores, encapsulates, or broadcasts the data set created by the judgment terminal.

[1081] The accident detection device (100) and the direct broadcasting device may be integrated into a single housing or electronic device or separated from each other. In a separated embodiment, the accident detection device (100) is connected to the direct broadcasting device via at least one of BLE, Wi-Fi, UWB, USB, wired serial communication, CAN, vehicle Ethernet, or an in-vehicle communication network, and can control the direct broadcasting device to perform local direct broadcasting by transmitting at least one of an accident determination result (530), a local risk data set (510), or direct broadcasting control information.

[1083] The control accident data generation unit (240) of the judgment terminal (200) generates a control accident data set (520) based on the accident judgment result (530), and the wide-area communication unit (260) can transmit the control accident data set (520) to the control system (400) through a wide-area communication path including at least one of cellular communication, vehicle-in-vehicle communication, satellite communication, or affiliated service communication.

[1085] The control accident data set (520) may include accident trajectories before and after the accident, communication channels, vehicle linkage information, accident raw data reference values, user response information, and detailed judgment grounds. The local risk data set (510) may be compressed into a form including at least one of accident event identification information, status version, accident location, road, direction of travel, accident status, and validity time, taking into account the limited direct communication bandwidth.

[1087] Even if the control accident data set and the local risk data set differ in data size and details, they can correspond to the same state of the same accident event by including the same accident event identification information and state version.

[1089] The judgment terminal (200) can independently determine whether to execute a report to the control system (400), a request to the insurance company accident reporting system or emergency dispatch system, and a direct broadcast of the local risk data set (510) based on at least one of the risk type, risk grade, issuer type, issuer certification level, stopping location, lane occupancy status, road type, user request, and agency operation policy of an automatic risk event or a manual risk event.

[1091] Risk events corresponding to vehicle breakdown, towing, or rescue may be transmitted to at least one of an insurance company accident reporting system, an emergency dispatch system, a towing management system, or a road management agency system; risk events corresponding to traffic accidents, accident recovery, or lane control may be transmitted to a police, fire, or ambulance agency or a road control system; and risk events corresponding to road construction, lane work, snow removal, or facility restoration may be transmitted to a road work management system or a facility management system.

[1093] For example, in cases where the likelihood of encroaching on the main line is low due to a safe stop on the shoulder, automatic reporting to emergency rescue agencies may be omitted and only local direct broadcasting within a limited scope may be performed; however, if a vehicle with a breakdown is stopped on the main line or a curved section, local direct broadcasting and a request for road management agencies or emergency dispatch may be made in parallel.

[1095] Even if automatic transmission to an external agency is not allowed or a wide-area communication path is unavailable, the judgment terminal (200), accident detection device (100), or direct broadcasting device may prioritize local direct broadcasting to surrounding or rear vehicles.

[1097] The transmission of the control path and the reverse transmission of the accident judgment result can be performed in parallel, sequentially, or conditionally. Regardless of whether the transmission of the control path is successful, if the accident detection device receives a valid accident judgment result (530), it can directly broadcast local risk information. If the accident detection device receives the accident judgment result (530) but there is a failure in the direct radio communication unit, the judgment terminal, the in-vehicle V2X device, IVI, TCU, or another accident processing node of the same vehicle can perform the local direct broadcast instead.

[1099] If the judgment terminal does not receive an acknowledgment from the accident detection device after transmitting the accident judgment result (530), it may perform retransmission or transfer the accident judgment result (530) and the local broadcasting role to another direct broadcasting capable node.

[1101] In one embodiment, the determination terminal (200) may further be equipped with a local direct communication module for directly broadcasting a local risk data set (510) to a surrounding or rear receiving node (300). In this case, the initial direct broadcast of the local risk data set (510) is not limited to a direct broadcast by the accident detection device (100), but may be performed by at least one of the accident detection device (100) and the determination terminal (200).

[1103] The judgment terminal (200) can perform direct broadcasting in parallel with the direct broadcasting by the accident detection device (100), or perform direct broadcasting in place of the accident detection device (100) when the alternative broadcasting conditions described later are satisfied.

[1105] The above alternative broadcasting conditions may include at least one of the following: a failure or malfunction of the device-side local direct radio communication unit (130) equipped in the accident detection device (100); a state in which broadcast execution confirmation information by the accident detection device (100) is not received within a preset confirmation period; a disconnection of the local interlocking communication path between the accident detection device (100) and the judgment terminal (200) that occurs after the judgment terminal (200) determines the accident state; a state in which the power status of the accident detection device (100) does not meet a preset standard; and a preset alternative broadcasting policy.

[1107] The above broadcast execution confirmation information may include at least one of the broadcast start information, broadcast completion information, transmission status information, packet transmission result, self-diagnosis information, and confirmation response received from a receiving node (300) or another device of the accident detection device (100). Accordingly, even in a situation where the accident detection device (100) is unable to perform direct broadcasting, the judgment terminal (200) can take over the backward direct propagation of the local risk data set (510) to maintain continuity of response to traffic risks.

[1109] The local risk data set (510) broadcast directly by the accident detection device (100) and the local risk data set (510) broadcast directly by the judgment terminal (200) can share the same accident event identification information and the same status version.

[1111] At least one of the accident detection device (100) and the judgment terminal (200) can adjust or suppress at least one of whether to perform unnecessary duplicate direct broadcasts corresponding to the same accident event identification information and the same status version, broadcast timing, broadcast period, number of broadcasts, broadcast output, and transmission path based on at least one of transmission node identification information, broadcast execution status, broadcast execution confirmation information, transmission sequence number, broadcast priority, and broadcast waiting time.

[1113] For example, the judgment terminal (200) may suspend or suppress its own direct broadcast if the same accident event identification information and the same state version of the direct broadcast or the broadcast execution confirmation information by the accident detection device (100) are confirmed during the preset broadcast waiting time, and may perform the direct broadcast if it is not confirmed.

[1115] Meanwhile, if a higher state version indicates an accident update, accident cancellation, or accident termination state, it can be used for updating or releasing the latest valid state without being suppressed as redundant information. Direct broadcasting of the local risk data set (510) by the judgment terminal (200) can be performed independently of whether the control system (400) receives it or whether a wide-area communication path between the judgment terminal (200) and the control system (400) is available.

[1117] When an accident detection device is installed on-site and switched to a field warning mode, the local risk data set broadcast by the accident detection device may be updated to include updated transmission location information or field installation status information while maintaining the original accident event identification information and incrementing the status version.

[1119] In this case, other transmitting entities or judgment terminals remaining in the accident vehicle may suspend or suppress their own direct broadcasting or reduce the broadcasting cycle or broadcasting output when the broadcasting execution confirmation information of the accident detection device installed at the site is confirmed, and the accident detection device installed at the site may be selected as the priority transmitting node based on at least one of the relationship between the transmission location and the accident point, power status, communication quality, and the installation status at the site.

[1121] The receiving node may adopt a local risk data set containing a higher state version and field installation status information for the same accident event identification information as the latest valid state, and recalculate the remaining distance and estimated time of arrival based on the updated transmission location without performing duplicate guidance.

[1123] 6. Incident State Lifecycle and State Update

[1124] Referring to FIGS. 5 and FIGS. 8, the accident state corresponding to the same accident event identification information may include at least some of the accident candidate state, accident estimation state, accident confirmed state, accident update state, accident cancellation state, and accident termination state.

[1126] A candidate accident state may be a state in which a primary sensor trigger is detected by the accident detection device, but the accident state determination by the judgment terminal has not been completed. In this state, external direct broadcasting may be suspended in principle, and candidate accident data may be transmitted to the judgment terminal.

[1128] A presumed accident state may be a condition where sensor characteristics and certain driving conditions match the possibility of an accident, but the conditions for a confirmed accident are not fully met. In this state, preliminary risk information with a short validity period and a low guidance level may be broadcast on a limited basis.

[1130] An accident confirmed state may be a state where the criteria for confirming an accident are met by impact / rollover characteristics, movement trajectory, stationary state, change of direction, or user non-response. In this state, formal local danger information broadcasting and control center reporting can be performed.

[1132] The accident update status may be a state in which at least one of the accident location, accident severity, lane occupancy, control range, field device installation location, or control reception status has changed.

[1134] The incident cancellation status may be a state confirmed by a false positive, user cancellation, the dropping of an incident detection device, or a non-incident situation. The incident termination status may correspond to the completion of incident containment, the elimination of risk, or the fulfillment of preset termination conditions.

[1136] When the state changes, the same incident event identification information may be maintained and the state version may be incremented. The receiving node may adopt information having a higher state version as the latest valid state. The risk trust state of an automatic or manual risk event may include at least one of an unauthenticated user issued state, an authenticated user issued state, a risk estimation state, a multiple user or multiple node verification state, a control verification state, an agency verification state, an on-site containment state, and a termination state.

[1138] When confirmation information is received from multiple user terminals or multiple receiving nodes (300) in correspondence with the same accident event identification information, where the location, road identification information, direction of travel, or type of risk is matched, or when confirmation information is received from a control system (400) or an authenticated agency terminal, the judgment terminal (200) or the control system (400) can increase or update the status version and change the risk confidence state to a higher level.

[1140] The receiving node (300) can output differential guidance corresponding to at least one of driver reporting, forward risk estimation, multiple vehicle identification, control confirmation, agency confirmation, and on-site recovery according to the risk confidence state.

[1142] The judgment terminal (200), accident detection device (100), direct broadcasting device, receiving node (300), or control system (400) may set at least one of the broadcast repetition cycle, broadcast output, re-propagation allowance range, guidance intensity, whether vehicle safety control linkage is allowed, and control transmission priority differently according to the risk confidence state.

[1144] In this specification, the state version is not necessarily limited to being implemented in the form of a fixed integer value increasing by 1. The state version may refer to state management information capable of identifying the sequence, recency, validity, or position in the state lifecycle of an accident state, and may be implemented as a version number, update number, transmission sequence number, creation time, update time, timestamp, logical clock value, vector clock value, generation value, epoch value, state code, state transition identification information, state machine hash value, message hash value, validity time, expiration time, latest state flag, or a combination thereof.

[1146] In this specification, an increase in a status version is not limited to cases where the numerical value increases arithmetically, but may include cases where the status version is changed, updated, replaced, or reissued to indicate a subsequent or newer state than the existing state.

[1148] The receiving node or control system can determine the latest valid state based on at least one of the numerical relationship of the state version, as well as the order of creation time or update time, state transition rules, hash value correspondence, generation value or epoch value, transmission sequence number, validity time and authentication result.

[1150] In this specification, an increased state version, a higher state version, an identical or higher state version, or an equivalent expression does not necessarily mean only the numerical relationship of state versions. Such expressions may include cases where, when comparing multiple state versions or state management information, it is possible to identify that one is identical to another state, or is a subsequent state, newer state, priority state, or currently valid state.

[1152] Accordingly, a state whose freshness is confirmed by the order of creation time or update time, the result of comparison of a logical clock or vector clock, state transition rules, epoch values, sequence values, hash chain relationships, latest state flags, the approval status of a control system, or other state management information may be included in a higher state version of this specification even if it is not a numerically larger value.

[1154] When the accident is switched to a cancellation or termination state, the determination terminal or accident detection device may transmit a release data set including an incremented or updated state version to at least one of a control path and a local direct propagation path so as to identify the same accident event identification information and the latest release state.

[1156] The above release data set may include a status code indicating an accident cancellation state or an accident termination state, and information instructing a receiving node (300) that receives it to terminate, release, invalidate, or update at least one of an existing risk guidance, re-propagation waiting, local cache, subsequent multi-hop re-propagation, or vehicle control request regarding the accident event.

[1158] The above instruction information may be expressed as release control information, termination control information, cancellation control information, state transition information, or information functionally corresponding thereto. The above instruction information may include at least one of release target accident event identification information, release target state version, release reason, release scope, application time, validity period, whether re-propagation has ended, whether guidance has ended, whether vehicle control has been released, and message authentication information.

[1160] The above instruction information may be included in at least one of the header, payload, extension field, or metadata of the release data set. In other embodiments, the instruction information may be transmitted as a separate control message that shares the same incident event identification information, state version, or correlation identification information as the release data set. In this specification, the release data set may include a local risk data set of an incident cancellation state or an incident termination state, as well as an independent release message for terminating existing risk guidance or subsequent re-propagation.

[1162] A receiving node that receives a release data set compares the received accident event identification information and state version with previously stored information, and if the release data set corresponds to the latest valid state, it may terminate, release, or update at least one of voice guidance, screen display, siren, warning light output, vehicle control request, waiting for re-propagation, local cache, and subsequent multi-hop re-propagation regarding the accident event.

[1164] If a local risk data set (510) of an accident confirmed state having a previous state version arrives late after an accident cancellation or termination packet, the receiving node may discard the previous local risk data set or store it only as an audit record based on a state version comparison.

[1166] In cases where the status versions are identical but different status codes or conflicting information are received, the latest valid status can be determined based on at least one of the creation time, judgment reliability, the trust level of the transmission path, the message authentication result, and the latest approval status of the control system.

[1168] 7. Local Risk Data Set

[1169] Referring to FIG. 7, the local risk data set may include at least one of a fixed header, an accident status field, a spatial alignment field, a radio control field, a transmission information field, a control linkage field, and a security field.

[1171] The fixed header may include the protocol version, incident event identification information, and status version. The incident status field may include the incident status code, risk type, judgment confidence, incident severity, and recommended guidance level.

[1173] The spatial alignment field may include at least one of the accident location, road identification information, direction of travel information, vertical road layer information, lane information, or relative position based on the accident point.

[1175] The propagation control field may include at least one of the transmission lifetime, current hop count, maximum hop count, path identification information, previous transmitting node location, whether re-propagation is allowed, propagation area boundary, and transmission sequence number.

[1177] The transmission information field may include at least one of the original transmitting node identification information, the current transmitting node identification information, the creation time, and the update time. The control linkage field may include the control transmission status, the control reception status, the hash value of the reception number, or the communication path identification value. The security field may include a random number value, a message authentication code, an electronic signature, a device authentication value, a CRC, or an error detection code.

[1179] Location information can be expressed as latitude and longitude, road links and offsets, grid codes, geofence codes, road name codes, node and link identifiers, or a combination thereof. If wireless bandwidth is limited, it can be compressed using reference road codes and relative offsets.

[1181] A local risk data set (510) having the same accident event identification information and status version can be broadcast repeatedly. The broadcasting cycle, number of broadcasts, and duration can be adjusted according to the accident severity, accident vehicle location, rear approach speed, radio congestion, and battery status.

[1183] The local risk data set (510) may further include an issuance information field and a path information field in addition to each of the above fields. The issuance information field may include at least one of an issuer type, certification status, certification authority identification information, and event generation basis, and the event generation basis may represent at least one of sensor-based automatic judgment, user manual selection, multiple node cross-checking, and institution verification.

[1185] The issuance information field may further include a risk issuance method and an issuance authority code. The risk issuance method is information distinguishing at least one of automatic issuance based on sensor detection, manual issuance based on user input, issuance by a control system, and issuance by an authenticated institution terminal, and the issuance information field may further include the risk trust status described above. The issuer's real name, employee number, or detailed identification information may not be directly included in the local risk data set (510) and may be replaced with at least one of the issuer type, authentication level, issuance authority code, one-time authentication token, electronic signature, or electronic signature verification result.

[1187] The path information field may fur...

Claims

Claim 1 An accident detection device mounted, attached, or provided on a vehicle or moving body; a judgment terminal linked to the accident detection device through a local interconnected communication path; A traffic risk response system comprising: a direct broadcasting node implemented by at least one of the accident detection device, the judgment terminal, or a direct broadcasting device connected locally to at least one of the above accident detection device, the above judgment terminal, or at least one thereof; wherein the accident detection device is configured to detect an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or attitude change of the vehicle or moving body, and to transmit accident candidate data corresponding to the accident candidate event to the judgment terminal through the local interconnected communication path; wherein the judgment terminal determines an accident state by fusing the accident candidate data with at least one of the position, speed, direction of travel, movement trajectory, and vehicle state information of the vehicle or moving body, generates or updates an accident judgment result including accident event identification information and an accident state version corresponding to the accident state, transmits the accident judgment result back to the accident detection device through the local interconnected communication path, and is configured to transmit a control accident data set including the accident event identification information and the accident state version to a control system through a wide-area communication path; and wherein the direct broadcasting device corresponds to the direct broadcasting node, the judgment terminal or the accident detection device, the accident judgment result, The direct broadcasting device is configured to provide at least one of the direct broadcasting control information, the accident event identification information, and the accident state version in a state where the direct broadcasting device can receive or use it, and the direct broadcasting node is configured to generate or update a local risk data set including the accident event identification information and the accident state version based on the accident determination result, and to directly propagate the local risk data set to a surrounding or rear receiving node through a local direct communication path, and the local direct communication path is a receiving of the control system,A traffic risk response system characterized by a path that does not require processing or retransmission as an initiation condition for the direct propagation, and even when the wide-area transmission of the control accident data set is parallel with the direct propagation of the local risk data set, the direct propagation is initiated or maintained independently of whether the control system receives it, whether the transmission of the control accident data set is successful, and whether the wide-area communication path is available, and the control accident data set and the local risk data set share the same accident event identification information and the same accident state version to be managed as corresponding to the same accident state of the same accident event. Claim 2 A traffic risk response system according to claim 1, wherein the accident candidate data includes at least one of the detection time of the accident candidate event, sensor raw value, sensor feature value, impact magnitude, impact direction, rotation feature value, rollover feature value, tilt feature value, attitude change value, mounting status, calibration status, and integrity verification value. Claim 3 A traffic risk response system according to claim 1, wherein the determination terminal stores at least one of a location, speed, direction of travel, acceleration, angular velocity, and movement trajectory collected during a recent preset time period in a circular buffer manner, and determines the accident state by fusing at least two of the pre-occurrence section data, the time of occurrence or occurrence section data, and the post-occurrence section data based on the time of occurrence of the accident candidate event, and at least one of a road name, road type, direction of travel, road hierarchy, vertical road layer, lane, location, speed, movement trajectory, whether stopped, and vehicle status information with the accident candidate data. Claim 4 A traffic risk response system according to paragraph 3, wherein the determination terminal independently determines whether to initiate, suspend, or suppress each of the call to the accident confirmation user interface, automatic reporting, and automatic direct propagation of the local risk data set based on at least one of the speed before and after the accident candidate event, stopping duration, distance traveled after impact, whether to re-accelerate, and whether to return to normal driving, and at least one of the road type, speed limit, whether to be a parking lot, whether to be private property, whether to be a low-speed operating section, and geofence information corresponding to the location where the accident occurred; even when the initiation is suspended or suppressed, it allows manual reporting input by the user while maintaining processing for accident determination; and releases the suspension or suppression if at least one of the impact magnitude, rollover, repeated impact, stopping for a preset time or longer after impact, loss of vehicle power, and user non-response to the accident confirmation user interface satisfies a preset safety priority condition. Claim 5 A traffic risk response system according to claim 4, wherein the judgment terminal generates direct broadcast control information based on at least one of the determination of initiation, suspension, or suppression and whether the safety priority condition is satisfied, and transmits the direct broadcast control information to the accident detection device or the direct broadcast device through the local interlocking communication path, and the direct broadcast control information includes an operation code identifying at least one of broadcast initiation, broadcast suspension, broadcast suppression, broadcast resumption, and broadcast termination of the local risk data set, and accident event identification information and accident state version to which the operation code is applied, and the direct broadcast control information is transmitted as included in the accident judgment result or as a separate message distinguished from the accident judgment result, and the accident detection device or the direct broadcast device applies the operation code when the accident event identification information and accident state version to which the operation code is applied correspond to the accident event identification information and accident state version of the local risk data set it possesses, and does not apply the operation code corresponding to the old generation accident state version. Claim 6 A traffic risk response system according to claim 1, wherein the accident state includes at least one of an accident candidate state, an accident suspected state, an accident estimated state, an accident confirmed state, an accident updated state, an accident canceled state, and an accident terminated state, and when the accident state corresponding to the same accident event identification information changes, the accident state version is increased or updated to identify the latest state, and information regarding the same accident event includes the accident event identification information, an accident state code, and the accident state version, and is managed by a hierarchical common accident state object that further includes at least one of a reporting authority generation value, a fencing value, a creation time, an update time, an expiration time, communication path identification information, a control reception status, a processing step, a processing result, and integrity verification information. Claim 7 A traffic risk response system according to claim 1, wherein if the accident detection device does not receive the accident judgment result within a preset judgment period after the accident candidate event is detected, the accident detection device generates and directly propagates a preliminary local risk data set including temporary identification information, an accident estimation state, and a limited validity time based on the accident candidate data or accident probability information calculated by the accident detection device, and the temporary identification information is generated based on at least one of the message identification information of the accident candidate data, the device identification information of the accident detection device, the time of occurrence of the accident candidate event, and the hash value, and thereafter, when the accident judgment result is received from the judgment terminal, a correspondence relationship is established between the temporary identification information and the accident event identification information included in the accident judgment result, and the preliminary local risk data set is updated or released to correspond to any one of an accident confirmed state, an accident canceled state, or an accident terminated state based on the accident event identification information and the updated accident state version. Claim 8 A traffic risk response system according to claim 1, wherein the function of the accident detection device and the function of the judgment terminal are implemented distributedly in two or more devices, or are implemented as distinct hardware circuits, processor cores, hardware modules, software modules, processes, threads, containers, firmware modules, functions, processing stages, or logical function units within at least one of a housing, a printed circuit board, a system-on-chip, a microcontroller, an application processor, a vehicle electronic control unit, and a central processing unit, and wherein the accident candidate data and the accident judgment result are transmitted or provided in an available state through at least one of the local interconnected communication path, a vehicle internal communication network, a vehicle internal interface, a bus, a chip internal interconnect, a register, a shared memory, direct memory access, inter-process communication, a message queue, a function call, an event notification, or the recording, updating, reading, or referencing of a data object. Claim 9 A traffic risk response system according to claim 1, wherein the local interlocking communication path is a path for transmitting at least one of the accident candidate data, the accident judgment result, and the local risk data set between the accident detection device and the judgment terminal, and the local direct communication path is a path for transmitting the local risk data set between at least one of the accident detection device, the judgment terminal, or the direct broadcasting device and a receiving node located in the surrounding, rear, or upstream direction of the traffic flow, and wherein the local interlocking communication path and the local direct communication path are functionally distinguished according to the communication counterpart and the data to be transmitted. Claim 10 A traffic risk response system according to claim 1, characterized in that if at least one of the following applies: when the accident detection device does not have a local direct communication function; when a failure occurs in the local direct communication function of the accident detection device; when the broadcast execution confirmation information by the accident detection device is not received within a preset confirmation period; when communication between the accident detection device and the judgment terminal is disconnected; and when the power status of the accident detection device does not satisfy a preset standard, the judgment terminal or the direct broadcasting device performs the direct propagation of the local risk data set by using the same accident event identification information and the accident status version. Claim 11 A traffic risk response system according to claim 1, wherein at least one of the judgment terminal or the accident detection device generates rear warning target path information including at least one of a road name, road identification information, direction of travel, movement path, and entry path to a point of danger occurrence, and the rear warning target path information is generated by at least one of a reverse chronological arrangement of a recently stored movement trajectory, a reverse chronological arrangement of a series of road links corresponding to the recently stored movement trajectory, or a search of road connection relationships for upstream road links that can enter the point of danger occurrence, and a propagation target direction or propagation area of ​​the local risk data set is set based on the rear warning target path information, and the rear warning target path information is included in the local risk data set. Claim 12 The traffic risk response system according to claim 1 further comprises a user terminal or a field terminal, wherein the user terminal or the field terminal identifies a risk type permitted for issuance according to at least one of issuer qualification information, user role information, device role information, and authentication level, generates a passive risk event corresponding to the permitted risk type, includes a risk event identification information and a risk state version having an identifier structure identical to or mutually corresponding to the accident event identification information, generates a passive risk data set including at least one of a valid time, a risk location, a road identification information, a direction of travel information, and issuer qualification information, and directly propagates the passive risk data set through the local direct communication path. Claim 13 A traffic risk response system according to claim 12, wherein the user terminal or field terminal verifies at least one of the validity period of the issuance authority included in the issuer qualification information and the area, road section, or geofence where issuance is permitted; if the manual risk event is generated after the validity period has expired or outside the area where issuance is permitted, it refuses the creation or direct propagation of the manual risk data set or propagates it as limited risk information with a low authentication level; if a manual risk event exceeding a preset number of times is issued within a preset time by the same user or the same device, it reduces the validity period, broadcast priority, or propagation range of subsequent issuance, but does not apply the reduction if the preset safety priority condition is satisfied; if false issuance is confirmed, it propagates a release data set including an increased or updated risk status version to terminate ongoing guidance and re-propagation, and preserves the issuer identification information, issuance time, issuance location, and reason for release in an audit log. Claim 14 A traffic risk response system according to claim 1, wherein the direct broadcasting device comprises: a broadcasting device-side interlocking communication unit that receives at least one of the accident determination result, the local risk data set, or update information thereof; a broadcasting control unit that controls at least one of the creation, update, verification, storage, encapsulation, broadcast initiation, broadcast continuation, broadcast suspension, and disposal of the local risk data set based on the accident event identification information and the accident state version; and a direct propagation communication unit that directly propagates the local risk data set using at least one of BLE, Bluetooth, Bluetooth Mesh, Wi-Fi, Wi-Fi Direct, Wi-Fi Aware, proximity perception networking, UWB, RF, LoRa, sub-gigabit direct communication, Zigbee, mesh communication, sidelink, and vehicle-to-object direct communication. Claim 15 A traffic risk response system according to claim 14, wherein the direct broadcasting device maintains direct propagation until the validity period of the local risk data set expires or a more recent accident cancellation status or accident termination status is received, even when a connection with the control system or mobile communication network is not established, the connection is disconnected, or the connection is unavailable, and when a connection is established or reconnected with the control system or mobile communication network, the device synchronizes the propagation history and the latest accident status version with the control system. Claim 16 An accident detection device mounted, attached, or provided on a vehicle or moving body and linked with a judgment terminal, comprising: a sensor unit for detecting an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or attitude change of the vehicle or moving body; a device-side local linkage communication unit for transmitting accident candidate data corresponding to the accident candidate event to the judgment terminal via a local linkage communication path, and receiving from the judgment terminal via the local linkage communication path an accident judgment result including accident event identification information and an accident state version corresponding to an accident state determined by the judgment terminal by fusing the accident candidate data with at least one of the position, speed, direction of travel, movement trajectory, and vehicle state information of the vehicle or moving body; and a device control unit for generating or updating a local risk data set including the accident event identification information and the accident state version based on the accident judgment result, or receiving the local risk data set generated by the judgment terminal through the device-side local linkage communication unit, and verifying at least one of the accident event identification information, accident state version, validity time, and integrity verification information included in the local risk data set to control whether to execute direct propagation. and a direct propagation communication unit equipped in the accident detection device, which directly propagates the local risk data set to a receiving node located in the surrounding, rear, or upstream direction of the traffic flow through a local direct communication path that distinguishes the local interlocking communication path, the communication partner, and the transmission target data, and does not require reception, processing, or retransmission by the control system as an initiation condition;An accident detection device comprising, wherein the accident event identification information and the accident status version are identical to or correspond to the accident event identification information and accident status version included in the accident data set for control, which is generated or confirmed by the judgment terminal and transmitted to the control system, and wherein the device control unit is configured to perform direct propagation of the local risk data set through the direct propagation communication unit based on the accident judgment result, independently of whether the control system receives it and whether a wide-area communication path between the judgment terminal and the control system is available. Claim 17 An accident detection device according to claim 16, wherein, when the device control unit receives an accident determination result indicating an accident cancellation state or an accident termination state, it generates and propagates a local risk data set of the release state including an increased or updated accident state version that can identify the same accident event identification information and the latest release state, and the local risk data set of the release state includes information instructing a receiving node that receives it to terminate, release, or update at least one of the existing risk guidance, waiting for re-propagation, and subsequent re-propagation regarding the accident event. Claim 18 A determination terminal linked via a local linkage communication path with an accident detection device equipped on a vehicle or moving body, comprising: a terminal-side local linkage communication unit that receives accident candidate data corresponding to at least one of impact, rollover, rotation, tilt, or attitude change of the vehicle or moving body detected by the accident detection device via the local linkage communication path; an accident state determination unit that determines an accident state by fusing the accident candidate data with at least one of the position, speed, direction of travel, movement trajectory, and vehicle state information of the vehicle or moving body, and generates an accident determination result including accident event identification information and an accident state version corresponding to the accident state; a control accident data generation unit that generates a control accident data set including the accident event identification information and the accident state version based on the accident determination result; and a reverse transmission control unit that controls the terminal-side local linkage communication unit to transmit the accident determination result and direct broadcast control information included in or linked to the accident determination result to the accident detection device or a direct broadcast device linked to the accident detection device via the local linkage communication path. and a wide-area communication unit that transmits the above-mentioned accident data set for control to a control system via a wide-area communication path;A judgment terminal comprising: a direct broadcast control information including an action code identifying at least one of broadcast initiation, broadcast suspension, broadcast suppression, broadcast resumption, and broadcast termination of a local risk data set, and an accident event identification information and an accident state version to which the action code is applied, which are transmitted as included in the accident judgment result or as a separate message distinguished from the accident judgment result; wherein the direct broadcast control information causes the accident detection device or the direct broadcast device to perform at least one of creation, broadcast initiation, broadcast suspension, broadcast suppression, broadcast resumption, and broadcast termination of the local risk data set without requiring reception, processing, or retransmission of the control system as a starting condition, and wherein the control accident data set and the local risk data set are managed to correspond to the same accident state of the same accident event based on the accident event identification information and the accident state version. Claim 19 A traffic risk response system comprising an accident detection device mounted, attached, or provided on a vehicle or moving body, and a determination terminal linked to the accident detection device via a local linked communication path and including a local direct communication module, wherein the accident detection device is configured to detect an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or attitude change of the vehicle or moving body, and to transmit accident candidate data corresponding to the accident candidate event to the determination terminal via the local linked communication path; the determination terminal is configured to determine an accident state by fusing the accident candidate data with at least one of the position, speed, direction of travel, movement trajectory, and vehicle state information of the vehicle or moving body, and to generate or update a local risk data set including accident event identification information and an accident state version corresponding to the accident state; the determination terminal is configured to directly propagate the local risk data set to a receiving node located in the vicinity, rear, or upstream of the traffic flow via a local direct communication path that does not require reception, processing, or retransmission by a control system as an initiation condition, using the local direct communication module; and the determination terminal includes the accident event identification information and the accident state version A traffic risk response system configured to transmit a control accident data set to the control system via a wide-area communication path, wherein the control accident data set and the local risk data set are managed to correspond to the same accident state of the same accident event based on the accident event identification information and the accident state version, and wherein the direct propagation of the local risk data set by the judgment terminal is performed independently of whether the control system receives it and whether the wide-area communication path is available. Claim 20 A traffic risk response system according to claim 19, wherein direct propagation by the judgment terminal is performed in at least one form among a standalone direct propagation, an auxiliary direct propagation that complements the direct propagation by the accident detection device, a parallel direct propagation performed together with the direct propagation by the accident detection device, and a substitute direct propagation that replaces the accident detection device, wherein when the accident detection device and the judgment terminal each directly propagate the local risk data set regarding the same accident event, each local risk data set shares the same accident event identification information and the same accident state version, and at least one of the accident detection device and the judgment terminal adjusts or suppresses at least one of whether to perform duplicate direct propagation corresponding to the same accident event identification information and the same accident state version, propagation timing, propagation period, number of propagations, transmission output, and transmission path based on at least one of transmission node identification information, broadcast execution status, broadcast execution confirmation information, transmission sequence number, broadcast priority, and broadcast waiting time. Claim 21 A direct broadcasting device that is integrated with or separated from at least one of an accident detection device, a judgment terminal, an accident detection function unit, or a judgment function unit and connected to enable local communication, comprising: an accident information acquisition unit that acquires at least one of an accident judgment result including accident event identification information and an accident state version, direct broadcasting control information, a local risk data set, or update information thereof; a broadcasting control unit that controls at least one of creation, update, verification, storage, encapsulation, broadcast initiation, broadcast continuation, broadcast suspension, and disposal of the local risk data set based on the accident event identification information and the accident state version; and a direct propagation communication unit that directly propagates the local risk data set to the rear of the risk occurrence point or upstream of the traffic flow through a local direct communication path that does not require reception, processing, or retransmission by a control system as a starting condition.It includes, wherein acquisition by the accident information acquisition unit comprises reception from an external device via a local interconnected communication path and internal acquisition via at least one of a bus, chip internal interconnect, register, shared memory, direct memory access, inter-process communication, message queue, function call, event notification, or recording, updating, reading, or referencing of a data object from an accident detection function unit or a judgment function unit implemented in the same housing, same printed circuit board, same system-on-chip, same microcontroller, or same processor as the direct broadcasting device; wherein the direct propagation is performed by at least one of broadcast, multicast, group cast, geocast, optional unicast, addressable direct transmission, message relay, opportunistic communication, and storage, transport, and delivery methods; and the broadcast control unit suppresses propagation of a local risk data set of an older generation accident state version corresponding to the same accident event identification information, prioritizes propagation of a local risk data set corresponding to a more recent valid accident state version, and when an accident state version corresponding to an accident cancellation state or accident termination state is acquired, terminates ongoing propagation or to a local risk data set in a release state A direct broadcasting device characterized by replacing, wherein the direct propagation is initiated or maintained independently of whether the control system receives it, whether accident information transmission to the control system is performed, and whether a wide-area communication path is available. Claim 22 A direct broadcasting device according to claim 21, wherein when the accident event identification information and the accident status version are also included in the accident data set for control transmitted to the control system, the accident event identification information and the accident status version included in the local risk data set are identical to or correspond to the accident event identification information and the accident status version included in the accident data set for control, and the broadcasting control unit controls whether to execute direct propagation by verifying at least one of the accident event identification information, accident status version, validity period, and integrity verification information included in the local risk data set acquired by the accident information acquisition unit. Claim 23 A step in which an accident detection device detects an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or change of attitude of a vehicle or moving body, and transmits accident candidate data to a determination terminal via a local interconnected communication path; a step in which the determination terminal determines an accident state by fusing the accident candidate data with at least one of the position, speed, direction of travel, movement trajectory, and vehicle state information of the vehicle or moving body; a step in which the determination terminal back-transmits an accident determination result, including accident event identification information and an accident state version corresponding to the accident state, to the accident detection device via the local interconnected communication path; and a step in which the determination terminal transmits a control accident data set, including the accident event identification information and the accident state version, to a control system via a wide-area communication path. A method for responding to traffic risks, comprising: a step in which at least one of the accident detection device, the judgment terminal, or a direct broadcasting device connected to at least one of these for local communication generates or updates a local risk data set including the accident event identification information and the accident state version based on the accident judgment result, and directly propagates the local risk data set to the rear of the point of risk occurrence or upstream of the traffic flow through a local direct communication path that does not require reception, processing, or retransmission by the control system as a starting condition; wherein the control accident data set and the local risk data set are managed to correspond to the same accident state of the same accident event based on the accident event identification information and the accident state version, and the step of transmitting the control accident data set and the step of directly propagating the local risk data set are performed in parallel or in a different order according to at least one of the state of the wide-area communication path, accident severity, judgment reliability, and propagation priority. Claim 24 A method for responding to traffic hazards according to claim 23, further comprising: a step in which the determination terminal independently determines whether to initiate, suspend, or suppress each of the call of an accident confirmation user interface, automatic reporting, and automatic direct propagation of the local hazard data set, based on at least one of road identification information and road type corresponding to the speed and movement state before and after the accident candidate event and the location where the accident occurred; a step in which, if the initiation is suspended or suppressed, the determination terminal allows manual reporting input by a user while maintaining processing for accident determination, and releases the suspension or suppression when a preset safety priority condition is satisfied; a step in which the determination terminal generates direct broadcast control information including an action code identifying at least one of the initiation of broadcasting, suspension of broadcasting, suppression of broadcasting, resumption of broadcasting, and termination of broadcasting of the local hazard data set based on the determination, and accident event identification information and an accident state version to which the action code is applied, and transmits to the accident detection device or the direct broadcasting device; and a step in which the accident detection device or the direct broadcasting device performs at least one of the creation of the local hazard data set, initiation of broadcasting, suspension of broadcasting, suppression of broadcasting, resumption of broadcasting, and termination of broadcasting according to the direct broadcast control information. Claim 25 An accident response device mounted, attached, or provided on a vehicle or moving body, comprising: an accident detection function unit that detects an accident candidate event corresponding to at least one of impact, rollover, rotation, tilt, or attitude change of the vehicle or moving body and generates accident candidate data; a determination function unit that determines an accident state by fusing the accident candidate data with at least one of the position, speed, direction of travel, movement trajectory, and vehicle status information of the vehicle or moving body, and generates or updates accident event identification information and an accident state version; a direct propagation function unit that generates or updates a local risk data set including the accident event identification information and the accident state version, and directly propagates the local risk data set to the rear of the risk occurrence point or upstream of the traffic flow through a local direct communication path that does not require reception, processing, or retransmission by a control system as an initiation condition; and a control transmission function unit that transmits a control accident data set including the accident event identification information and the accident state version to the control system using at least one of a wide-area communication unit provided in the accident response device and a wide-area communication function of an external terminal connected to the accident response device for local communication.The accident detection function unit, the judgment function unit, the direct propagation function unit, and the control transmission function unit are implemented by being integrated into a single housing, a single printed circuit board, a single system-on-chip, a single microcontroller, a single application processor, or a single processor, or are implemented by being separated into distinct hardware circuits, processor cores, software modules, processes, threads, firmware modules, functions, processing stages, or logical function units, and the accident event identification information and the accident state version generated or updated by the judgment function unit are provided in a state available to the direct propagation function unit and the control transmission function unit through at least one of a system bus, an internal chip interconnect, a register, a shared memory, direct memory access, inter-process communication, a message queue, a function call, an event notification, or the recording, updating, reading, or referencing of a data object, and the control accident data set and the local risk data set are managed to correspond to the same accident state of the same accident event based on the accident event identification information and the accident state version, and the direct propagation function unit suppresses the propagation of an older generation accident state version corresponding to the same accident event identification information, and the accident An accident response device characterized by terminating ongoing propagation or replacing it with a local risk data set in a release state when an accident state version corresponding to a cancellation state or an accident termination state is generated, and the direct propagation being initiated or maintained independently of whether the control system receives it, whether the transmission of the control accident data set is successful, and whether a wide-area communication path is available. Claim 26 An accident response device according to claim 25, wherein the control transmission function unit transmits the control accident data set to the control system using a wide-area communication unit provided in the accident response device, and the direct propagation is initiated or maintained independently of whether the control system receives it, whether the transmission of the control accident data set is successful, and whether the wide-area communication unit is available. Claim 27 An accident response device according to claim 25, wherein the control transmission function unit transmits the control accident data set to the external terminal so as to transmit the control accident data set to the control system via the wide-area communication function of the external terminal, and the external terminal does not perform the determination of the accident state, the generation of the accident event identification information, and the assignment of the accident state version, but is responsible for relaying wide-area communication for the control accident data set, and the direct propagation is initiated or maintained independently of whether the control system receives it, whether a connection with the external terminal is maintained, whether the wide-area communication function of the external terminal is available, and whether the transmission of the control accident data set is successful. Claim 28 A mobile approach risk observation device for observing and transmitting the approach risk of a vehicle approaching a point of danger, comprising: an accident information acquisition unit for acquiring accident event information including at least one of the location of the point of danger, original accident event identification information, and an accident state version; a driving unit for moving or repositioning the mobile approach risk observation device to an observation position spaced upstream of the traffic flow from the point of danger; an approach vehicle observation unit for observing the physical behavior of an approach vehicle approaching the point of danger using at least one of a radar, lidar, camera, thermal imaging sensor, ultrasonic sensor, acoustic sensor, road surface vibration sensor, and a vehicle-to-object direct communication receiver; an observation judgment unit for calculating at least one of the approach speed, speed change amount, actual deceleration rate, required deceleration rate, remaining distance, estimated arrival time, estimated collision time, approach direction, and approach lane of the approach vehicle based on detection information acquired by the approach vehicle observation unit, and determining the approach state of the approach vehicle without deceleration or the approach state at high speed; and, based on the judgment result of the observation judgment unit, the original accident event identification information or linkage information referencing the original accident event identification information, and the An approach risk data generation unit that generates or updates an approach risk data set including an approach risk state version distinguished from an accident state version; and a multipath propagation unit that propagates the approach risk data set through a plurality of propagation paths; wherein the multipath propagation unit comprises: a first propagation unit that propagates the approach risk data set to the approaching vehicle or a vehicle-side device located behind the approaching vehicle through a local direct communication path; and a second propagation unit that propagates the approach risk data set to at least one of a field receiving node, a field approach risk warning device, and a wearable output device at the risk occurrence point or its vicinity through the local direct communication path.A mobile approach risk observation device comprising: a third transmission unit that transmits the approach risk data set to at least one of a control system, a road management agency server, and a public safety platform server via a wide-area communication path; wherein the first propagation unit, the second propagation unit, and the third transmission unit are configured to independently initiate, maintain, or terminate propagation while sharing the same original accident event identification information and the same approach risk state version, and local direct propagation by the first propagation unit and the second propagation unit is performed independently of the success or failure of transmission by the third transmission unit, the reception by the control system, and the availability of the wide-area communication path. Claim 29 In paragraph 28, the observation determination unit calculates the required deceleration rate required for a collision-free stop based on the approach speed of the approaching vehicle, the remaining distance to the point of danger occurrence or the start of the control zone, the safety buffer separation distance after braking, and the target stopping speed; if the remaining distance exceeds the safety buffer separation distance, the required deceleration rate is calculated by dividing the value obtained by subtracting the square of the target stopping speed from the square of the approach speed by twice the value obtained by subtracting the safety buffer separation distance from the remaining distance; the observation determination unit calculates the actual deceleration rate, in which the magnitude of the deceleration direction is expressed as a positive value, based on at least one of the value obtained by dividing the amount of decrease in approach speed observed by the approaching vehicle observation unit during a preset time interval by the time interval, or acceleration information acquired by the approaching vehicle observation unit; if the actual deceleration rate is less than the required deceleration rate, the approaching vehicle is determined to be in the undecelerated approach state; if the remaining distance is less than or equal to the safety buffer separation distance, the usual calculation of the required deceleration rate is omitted, and the approaching vehicle is classified as the highest approach risk grade, emergency A mobile approach risk observation device characterized by determining at least one of a state requiring avoidance or a state requiring immediate warning. Claim 30 A mobile approach risk observation device according to claim 28 or 29, wherein the first propagation unit selects the propagation target of the approach risk data set based on rear warning target path information generated using at least one of the following: a reverse chronological arrangement of the recent movement trajectory actually passed by a vehicle or moving body before reaching the danger point, a reverse chronological arrangement of the road link series corresponding to the recent movement trajectory, and a search for the connection relationship between road nodes and road links included in map information; suppresses danger guidance or subsequent re-propagation for a vehicle located in at least one of the opposite lane, parallel road, upper or lower overlapping road, other branch / entry ramp, and road section that has already passed the danger point that does not match the rear warning target path information; and the second propagation unit propagates the approach risk data set to the field receiving node or the wearable output device, and causes a visual, acoustic, vibration, or haptic warning corresponding to at least one of the approach direction, approach lane, remaining distance, estimated arrival time, estimated collision time, approach risk grade, and recommended evacuation direction to be output from the wearable output device. Claim 31 A mobile approach risk observation device characterized in that, in either claim 28 or 29, the second propagation unit propagates the approach risk data set to the field receiving node or the wearable output device, the field receiving node re-propagates all or part of the approach risk data set to another field receiving node or the wearable output device while maintaining the original accident event identification information or the corresponding linkage information and the approach risk status version, and the wearable output device outputs a visual, acoustic, vibration, or haptic warning corresponding to at least one of the approach direction, approach lane, remaining distance, estimated time of arrival, estimated time of collision, approach risk grade, and recommended evacuation direction based on the approach risk data set received from the second propagation unit or the field receiving node. Claim 32 A computer-readable recording medium excluding transient transmission signals, storing instructions that cause one or more computing devices to perform a traffic risk response method according to either paragraph 23 or 24 when executed by one or more processors.

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