Method for Determining Vehicle Position in Multi-lane Hi-pass Section and Multi-lane Hi-pass System Using the Same

Abstract

The present invention relates to a technology for determining the driving lane of a vehicle in a next-generation intelligent transportation system (C-ITS), and more specifically, to a vehicle position determination method for determining the driving lane without error even when a vehicle passing through a multi-lane Hi-Pass section changes lanes or drives across two lanes, and to a multi-lane Hi-Pass system using the same. A method for determining the vehicle location in a multi-lane Hi-Pass section in a disclosed next-generation intelligent transportation system (C-ITS) comprises, in a method for determining the driving lane of a vehicle passing through a multi-lane Hi-Pass section by a multi-lane Hi-Pass controller, (a) a step of performing wireless communication with a vehicle terminal by driving an antenna array installed corresponding to a plurality of lanes in a time-division manner; (b) a step of generating communication process depth data by quantifying the depth to the point where communication is successfully completed by monitoring the communication process performed with the vehicle terminal step by step; (c) a step of calculating an occupancy probability score for each antenna by assigning weights based on the received signal strength (RSSI) value measured for each antenna and the communication process depth data; and (d) a step of determining the lane corresponding to the antenna with the highest occupancy probability score as the driving lane of the vehicle.

Description

Technology Field

[0001] The present invention relates to a technology for determining the driving lane of a vehicle in a next-generation intelligent transportation system (C-ITS), and more specifically, to a method for determining the driving lane without error even when a vehicle passing through a multi-lane Hi-Pass section changes lanes or drives across two lanes, and to a multi-lane Hi-Pass system using the same. Background Technology

[0003] Generally, toll collection lanes can be broadly classified into on-site collection lanes and Hi-Pass lanes. Among these, Hi-Pass lanes refer to lanes equipped with the Hi-Pass system to collect tolls from vehicles entering and exiting expressways without stopping, and are broadly divided into single-lane Hi-Pass lanes and multi-lane Hi-Pass lanes.

[0004] In the next-generation intelligent transportation system (C-ITS), the multi-lane Hi-Pass system removes lane separation facilities and newly constructs 2 to 4 lanes, so the width of the tollgate lanes is the same as the main road. As a result, the multi-lane Hi-Pass system has the advantage of being faster and more convenient compared to the existing single-lane Hi-Pass system.

[0005] Typically, a multi-lane Hi-Pass system includes multiple gantry units that span the entire road composed of multiple lanes, and each gantry is equipped with elements constituting a roadside device, namely a vehicle type detection device, a vehicle type classification device (laser sensor), a camera, and an antenna that communicates with the vehicle's terminal (OBU), installed for each lane.

[0006] However, in the case of multi-lane Hi-Pass systems, since there are no boundary stones, drivers frequently engage in lane straddling (driving between lanes) or weaving (changing lanes upon entry and exit) instead of driving precisely within the designated lane boundaries. To charge tolls to vehicles entering the Hi-Pass section even in such cases, technology capable of more accurately distinguishing the driving lanes of passing vehicles is required.

[0007] The "Method for Determining Driving Lane Using a Vehicle Terminal in a Multi-Lane Hi-Pass System," published in the Patent Publication (B1) of the Korean Intellectual Property Office under Registration No. 10-1864399, enables the driving lane of a Hi-Pass vehicle passing through a toll collection section to be determined accurately in a simpler manner based on the distribution of valid data of response data received from multiple antennas per lane via Dedicated Short-Range Communication (DSRC) in a multi-lane Hi-Pass system.

[0008] In addition, the "Multi-lane Hi-Pass System and Operation Method for Differentiating Vehicle Entry Lanes Using Signal Shifting," published in the Korean Intellectual Property Office Registered Patent Publication (B1) under Registration No. 10-2040514, enables accurate differentiation of the entry lanes of vehicles passing through the multi-lane Hi-Pass by transmitting signals from antennas installed in the multi-lane Hi-Pass such that the signal areas do not overlap, and by delaying the transmission time of the signal data frames to synchronize the transmission and reception of the vehicle terminal and the antenna signals. Prior art literature

[0010] (Patent Document 0001) KR 10-1864399 B1(Patent Document 0002) KR 10-2040514 B1 The problem to be solved

[0011] Multi-lane Hi-Pass systems lack physical boundaries between lanes, making them prone to interference problems where antenna signals from adjacent lanes overlap. For example, the technology of Patent Document 1 determines the vehicle location by verifying the validity of reception response data for each antenna and assigning weights; however, if adjacent antennas transmit signals simultaneously, there is a concern that the communication success rate itself may decrease due to signal interference. The technology of Patent Document 2 eliminates interference by delaying the antenna transmission time; however, if lanes are determined solely by whether a signal is received or synchronized, it may be difficult to make accurate judgments in situations where a vehicle changes lanes (weaving) or straddles.

[0012] The present invention is proposed to solve the aforementioned problems, and the objective of the present invention is to provide a method for determining the vehicle location in a multi-lane Hi-Pass section and a multi-lane Hi-Pass system using the same, which can accurately determine the driving lane by comparing communication-based driving lane information and image-based occupied lane information from the vehicle's entry to exit in a next-generation intelligent transportation system (C-ITS). means of solving the problem

[0014] An embodiment of the present invention discloses a method for determining the vehicle position in a multi-lane Hi-Pass section that can accurately determine the driving lane by comparing communication-based driving lane information and image-based occupied lane information in a next-generation intelligent transportation system (C-ITS).

[0015] The disclosed method for determining the vehicle location in a multi-lane Hi-Pass section comprises, in a method for determining the driving lane of a vehicle passing through a multi-lane Hi-Pass section by a multi-lane Hi-Pass controller, (a) a step of performing wireless communication with a vehicle terminal by driving an antenna array installed corresponding to a plurality of lanes in a time-division manner; (b) a step of generating communication process depth data by quantifying the depth to the point where communication is successfully completed by monitoring the communication process performed with the vehicle terminal step by step; (c) a step of calculating an occupancy probability score for each antenna by assigning weights based on the received signal strength (RSSI) value measured for each antenna and the communication process depth data; and (d) a step of determining the lane corresponding to the antenna with the highest occupancy probability score as the driving lane of the vehicle.

[0016] The above step (b) may include a step of analyzing packets exchanged with the vehicle terminal to determine whether a wake-up, vehicle information reception, billing information exchange, and final billing response (ACTION_RESPONSE) are received, and a step of assigning a higher weight score to the communication process depth data as the confirmed communication step is closer to the final billing response step.

[0017] The above step (d) may include a step of tracking the movement trajectory of a vehicle by chronologically matching first occupancy position information measured by a first antenna array installed in an entry section with second occupancy position information measured by a second antenna array installed in an exit section, and a step of determining the final driving lane by giving priority to the lane with a higher communication process depth score or the lane where the final billing transaction has been completed when the first occupancy position information and the second occupancy position information are different.

[0018] The method for determining the vehicle location in the above-described multi-lane Hi-Pass section may further include the step of calculating image-based occupied lane information based on the vehicle object coordinates within a vehicle image acquired from an image capturing device, and performing cross-verification by comparing the communication-based driving lane determined in step (d) with the image-based occupied lane information, wherein if the two pieces of information are inconsistent, the lane with the maximum communication process depth is corrected as the final occupied lane.

[0019] In addition, another embodiment of the present invention discloses a multi-lane Hi-Pass system using a method for determining vehicle location in a multi-lane Hi-Pass section.

[0020] The disclosed multi-lane Hi-Pass system comprises: first to third gantry installed across a plurality of Hi-Pass lanes; a vehicle detector installed on the first gantry and the third gantry to detect entering and exiting vehicles; an antenna array consisting of a first antenna array installed on the second gantry to form a transmission and reception area of ​​a vehicle entry section and a second antenna array installed on the third gantry to form a transmission and reception area of ​​a vehicle exit section; an image capturing device installed on the first gantry and the third gantry to photograph the front and rear of a vehicle; and a multi-lane Hi-Pass controller connected to the vehicle detector, the antenna array, and the image capturing device to determine the driving lane of a vehicle passing through the Hi-Pass section and collect tolls.

[0021] The above-described multi-lane Hi-Pass controller comprises: an OBU communication unit that drives the first and second antenna arrays using a time-division transmission method to block signal interference between antennas, communicates with a vehicle terminal of a vehicle passing through the Hi-Pass section to calculate the received signal strength for each antenna, and calculates a communication stage depth score according to the stage at which the communication transaction is completed; a driving lane determination unit that tracks the trajectory of a moving vehicle by chronologically matching the occupied lane information at the time of entry via the first antenna array with the occupied lane information at the time of exit via the second antenna array, and determines a driving lane for billing by analyzing the communication process depth and the received signal strength; a vehicle number recognition unit that generates image-based occupied lane information by converting pixel coordinates within a vehicle image acquired from the image capturing device into physical lane positions on the actual road and recognizes a vehicle number; a toll collection unit that collects tolls by performing vehicle-terminal mapping by combining the vehicle image data and communication data based on the driving lane determined by the driving lane determination unit; and, upon the occurrence of a billing transaction, first records a log in local non-volatile memory, and It includes a server communication unit equipped with an asynchronous transaction buffering function that transmits to an external payment server and preserves data until network recovery point in the event of transmission failure.

[0022] The above multi-lane Hi-Pass system may further include a first communication interface connected to the first antenna array installed at the entry point of each lane to transmit a transmission control signal and converting response data from a vehicle terminal received from the first antenna array into a digital signal and transmitting it to the OBU communication unit, and a second communication interface connected to the second antenna array installed at the exit point of each lane to transmit a transmission control signal and converting response data from a vehicle terminal received from the second antenna array into a digital signal and transmitting it to the OBU communication unit.

[0023] The above-described driving lane determination unit is characterized by calculating a first index that scores the received signal strength for each antenna, a second index that quantifies the progress stage of the communication protocol between the antenna and the vehicle terminal, and a third index that indicates the packet reception frequency per unit time, and determining the lane where the antenna is installed with the highest final occupancy probability score—calculated by applying a preset weight to the first to third indices—as the driving lane of the vehicle. Effects of the invention

[0025] The vehicle location determination method according to an embodiment of the present invention and the multi-lane Hi-Pass system using the same clearly determine the actual occupied lane even when a vehicle changes lanes or crosses over them in a multi-lane environment without physical lane boundaries, thereby accurately matching billing data (OBU ID) obtained through wireless communication with vehicle identification data (license plate information) obtained through a video recording device, and thus have the effect of fundamentally preventing billing errors in which tolls are charged to the wrong vehicle or evidence video is not secured.

[0026] In addition, according to an embodiment of the present invention, unlike conventional methods that simply rely on signal reception status or signal strength (RSSI), precise lane determination in complex driving situations such as straddling or lane change is made possible by quantifying the process depth of communication transactions performed with the vehicle terminal (OBU) and assigning weights. That is, when straddling, even if the signal strength between adjacent antennas is similar, the occupied lane is determined based on the antenna that has completed the actual billing response (ACTION_RESPONSE) stage, thereby increasing the accuracy of determination, and when weaving, the communication trajectory at the entry point (first antenna array) and the exit point (second antenna array) is matched in time series to continuously track the vehicle's movement path.

[0027] In addition, according to an embodiment of the present invention, the spatial coordinates of a vehicle object extracted from a license plate recognition unit are cross-verified in real time with location information based on wireless communication, thereby increasing the reliability of final lane determination even if communication errors or video blind spots occur, and even if the physical location and the communication reception location are different, data can be forcibly combined based on the lane with the highest communication process depth to prevent overcharging issues. Brief explanation of the drawing

[0029] FIG. 1 is a schematic diagram illustrating the overall configuration of a multi-lane Hi-Pass system in a next-generation intelligent transportation system (C-ITS) according to an embodiment of the present invention. FIG. 2 is a configuration block diagram of a multi-lane high-pass controller according to an embodiment of the present invention, FIG. 3 is a detailed block diagram of a communication interface connected to an antenna array according to an embodiment of the present invention, FIG. 4 is a detailed configuration block diagram of an OBU communication unit according to an embodiment of the present invention, FIG. 5 is a detailed block diagram of a driving lane determination unit for determining a driving lane in a Hi-Pass section according to an embodiment of the present invention, FIG. 6 is a detailed block diagram of a vehicle number recognition unit for recognizing a vehicle number in a Hi-Pass lane according to an embodiment of the present invention, FIG. 7 is a detailed block diagram of a toll collection unit for collecting tolls in a Hi-Pass section according to an embodiment of the present invention, FIG. 8 is a detailed configuration block diagram of a server communication unit for communicating with a server in a high-pass controller according to an embodiment of the present invention, FIG. 9 is a flowchart illustrating a communication transaction procedure for billing a multi-lane high-pass section in an embodiment of the present invention. Specific details for implementing the invention

[0030] The advantages and features of the present invention and the methods for achieving them will become clear by referring to the embodiments described in detail below together with the accompanying drawings.

[0031] However, the present invention is not limited to the embodiments disclosed below but may be implemented in various different forms, and these embodiments are provided merely to make the disclosure of the present invention complete and to fully inform those skilled in the art of the scope of the invention, and the present invention is defined only by the scope of the claims.

[0032] Specific details for implementing the present invention will be described in detail with reference to the drawings attached below. Regardless of the drawings, identical reference numerals refer to identical components, and "and / or" includes each of the mentioned items and all combinations of one or more.

[0033] Although terms such as first, second, etc. are used to describe various components, it goes without saying that these components are not limited by these terms. These terms are used merely to distinguish one component from another.

[0034] Therefore, it goes without saying that the first component mentioned below may be the second component within the technical scope of the present invention.

[0035] The terms used herein are for describing the embodiments and are not intended to limit the invention. In this specification, the singular form includes the plural form unless specifically stated otherwise in the text. As used herein, "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components in addition to the components mentioned.

[0036] Unless otherwise defined, all terms used in this specification (including technical and scientific terms) may be used in a meaning that is commonly understood by those skilled in the art to which the present invention pertains. Additionally, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0037] Spatially relative terms such as "below," "beneath," "lower," "above," and "upper" may be used to facilitate the description of the relationship between one component and other components as illustrated in the drawings. Spatially relative terms should be understood as encompassing different orientations of components during use or operation, in addition to the orientations depicted in the drawings. For example, if a component depicted in a drawing is inverted, a component described as "below" or "beneath" of another component may be placed "above" of that component. Therefore, the exemplary term "below" may encompass both the lower and upper directions. Components may also be oriented in other directions, and accordingly, spatially relative terms may be interpreted according to the orientation.

[0038] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

[0039] FIG. 1 is a schematic diagram illustrating the overall configuration of a multi-lane Hi-Pass system in a next-generation intelligent transportation system (C-ITS) according to an embodiment of the present invention. In the embodiment of the present invention, an example of a multi-lane Hi-Pass system having three lanes will be described.

[0040] As shown in FIG. 1, the multi-lane Hi-Pass system according to an embodiment of the present invention comprises first to third gantry (G1 to G3), which is a structure installed to allow a vehicle to pass across three Hi-Pass lanes (L1 to L3), an entry vehicle detector (20-1), a front image capturing device (30-1), a first antenna array (40-1), a second antenna array (40-2), a rear image capturing device (30-2), an exit vehicle detector (20-2), and a multi-lane Hi-Pass controller (100). At this time, the multi-lane Hi-Pass controller (100) may be connected to a payment server (50) via a network (102) to request payment of the calculated toll, or it may be connected to a sales office management server (60). In addition, although not shown in the drawing, an electronic display board guiding multi-lane Hi-Pass may be attached to the top of the first gantry (G1), and a backup CCTV may be installed on the third gantry (G3), and the backup video of the CCTV may be stored in an NVR system for a certain period.

[0041] Referring to FIG. 1, the multi-lane Hi-Pass section (HP) consists of three Hi-Pass lanes (L1 to L3), and three gantries (G1 to G3) are installed across the Hi-Pass lanes (L1 to L3) at predetermined intervals. The multi-lane Hi-Pass system installed in the multi-lane Hi-Pass section detects a vehicle (Car) entering each Hi-Pass lane (L1 to L3), photographs the vehicle's license plate to recognize the license plate number, and communicates with the OBU (Hi-Pass terminal; 10) of the vehicle passing through the Hi-Pass lane to calculate the toll for the vehicle and process the payment. To this end, in the multi-lane Hi-Pass section (HP), which is the toll collection section, it is necessary to accurately determine the driving lane of the vehicle to ensure accurate toll collection.

[0042] In an embodiment of the present invention, a vehicle terminal (OBU; 10) is installed inside a vehicle and is a device that performs wireless communication with an antenna array (40-1, 40-2) of a multi-lane high-pass system using a 5.8 GHz band DSRC (Dedicated Short Range Communication) method. It may include a smart card interface into which an electronic card is inserted, an RF communication unit that transmits and receives wireless signals, and a control unit that processes toll billing transactions and controls the RF communication unit to generate response packets. In particular, in relation to an embodiment of the present invention, the vehicle terminal (10) may perform a series of communication protocols, such as transmitting a response signal including vehicle identification information in accordance with an information request signal received from the first antenna array (40-1), and subsequently updating the balance information of the electronic card in accordance with a billing command signal received from the second antenna array (40-2).

[0043] Gantries (G1~G3) are structures consisting of two pillars and a horizontal beam for installing cameras, lighting, information display boards, vehicle detectors (VDU), antennas, CCTVs, etc., which constitute the multi-lane Hi-Pass system in multi-lane Hi-Pass sections.

[0044] The entry vehicle detector (20-1) is a device that detects a vehicle (Car) in a non-contact manner using a laser sensor, and outputs an entry trigger signal and vehicle information for photographing the license plate of an entering vehicle, and the exit vehicle detector (20-2) is a device that detects a vehicle in a non-contact manner using a laser sensor, and outputs an exit trigger signal and vehicle information for photographing the license plate of an exiting vehicle. At this time, the entry vehicle detector (20-1) and the exit vehicle detector (20-1) are installed in a one-to-one correspondence for each Hi-Pass lane (L1~L3), and preferably, the entry vehicle detector (20-1) is installed on the first gantry (G1) to detect an entering vehicle, and the exit vehicle detector (20-2) is installed on the third gantry (G3) to detect an exiting vehicle.

[0045] A front image capturing device (30-1) is installed on the third gantry (G3) to capture the front of an entering vehicle passing through the position of the first gantry (G1) by means of an entry trigger signal from an entry vehicle detector (20-1) installed on the first gantry (G1), and a rear image capturing device (30-2) is installed on the first gantry (G1) to capture the rear of an exiting vehicle passing through the position of the third gantry (G3) by means of an exit trigger signal from an exit vehicle detector (20-2) installed on the third gantry (G3). Additionally, the front / rear image capturing devices (30-1, 30-2) may include a lighting device to enable capturing even at night.

[0046] The first antenna array (40-1) is installed in the second gantry (G2) in a one-to-one correspondence with each Hi-Pass lane (L1~L3), so that the section between the first gantry (G1) and the second gantry (G2) of the corresponding lane is set as the transmission and reception area. The second antenna array (40-2) is installed in the third gantry (G3) in a one-to-one correspondence with each Hi-Pass lane (L1~L3), so that the section between the second gantry (G2) and the third gantry (G3) of the corresponding lane is set as the transmission and reception area.

[0047] In this way, the antenna communicating with the vehicle's OBU (10) is divided into a first antenna array (40-1) and a second antenna array (40-2) for each lane and is installed at a certain distance apart from each other in the direction of travel, so that the communication trajectory at the time of entry and the time of exit can be secured in a weaving situation where the vehicle (Car) changes between high-pass lanes (L1~L3) or travels diagonally.

[0048] Meanwhile, in an embodiment of the present invention, the first antenna array (40-1) may be composed of a first antenna module (40-1a) for communicating with an OBU (10) of a vehicle traveling in the first high-pass lane (L1) in the section between the first gantry (G1) and the second gantry (G2), a second antenna module (40-1b) for communicating with an OBU (10) of a vehicle traveling in the second high-pass lane (L2) in the transmission and reception area formed therein, and a third antenna module (40-1c) for communicating with an OBU (10) of a vehicle traveling in the third high-pass lane (L3) in the transmission and reception area formed therein.

[0049] The second antenna array (40-2) may be composed of a first antenna module (40-2a) for communicating with an OBU (10) of a vehicle traveling in the first high-pass lane (L1) in the section between the second gantry (G2) and the third gantry (G3), a second antenna module (40-2b) for communicating with an OBU (10) of a vehicle traveling in the second high-pass lane (L2) in the transmission and reception area formed in the second high-pass lane (L2), and a third antenna module (40-2c) for communicating with an OBU (10) of a vehicle traveling in the third high-pass lane (L3) in the transmission and reception area formed in the third high-pass lane (L3).

[0050] In addition, each antenna module (40-1a to 40-1c, 40-2a to 40-2c) may be formed with an antenna and an RF module integrally to communicate with the OBU (10) of a vehicle traveling in each high-pass lane (L1 to L3) and may be connected to a multi-lane high-pass controller (100) through a communication interface, or the RF module may be separated from the antenna and installed inside or near the multi-lane high-pass controller (100).

[0051] The multi-lane Hi-Pass controller (100) communicates with the OBU (10) mounted on the vehicle to perform billing and authentication, and transmits the received data from each device and the billing and authentication results to the sales office management server (60) and the payment server (50) through the network (102). At this time, the multi-lane Hi-Pass controller (100) includes a main controller and a backup controller that operates when an abnormality occurs in the main controller, and the main controller and the backup controller can be configured to switch in an Active-Standby manner, and important data related to billing (White List, Black List, etc.) can always be maintained even in the event of a power outage through a memory backup function.

[0052] FIG. 2 is a configuration block diagram of a multi-lane high-pass controller in a next-generation intelligent transportation system (C-ITS) according to an embodiment of the present invention.

[0053] As shown in FIG. 2, a multi-lane high-pass controller (100) according to an embodiment of the present invention comprises: a first communication interface (110-1) for communicating with the OBU (10) of a vehicle through a first antenna array (40-1); a second communication interface (110-2) for communicating with the OBU (10) of a vehicle through a second antenna array (40-2); an OBU communication unit (120) for transmitting and receiving messages with the OBU (10) of each vehicle through the first communication interface (110-1) and the second communication interface (110-2); a driving lane determination unit (130) for determining the driving lane of a vehicle driving in a high-pass lane (L1~L3); a vehicle number recognition unit (140) for recognizing the corresponding vehicle number by analyzing a vehicle image driving in the determined driving lane; and a unit for calculating and collecting a toll by combining the recognized vehicle number, the determined lane, and the communication content with the corresponding OBU (10). It consists of a toll collection unit (150) and a server communication unit (160) for communicating with a payment server (50) and a sales office management server (60).

[0054] Referring to FIG. 2, the first communication interface (110-1) is connected to the first antenna array (40-1) installed at the entry point of each lane to transmit a transmission control signal, and converts the response data of the vehicle terminal (OBU;10) received from the first antenna array (40-1) into a digital signal and transmits it to the OBU communication unit (120). The second communication interface (110-2) is connected to the second antenna array (40-2) installed at the exit point of each lane to transmit a transmission control signal, and converts the response data of the vehicle terminal (OBU;10) received from the second antenna array (40-2) into a digital signal and transmits it to the OBU communication unit (120).

[0055] The first communication interface (110-1) and the second communication interface (110-2) are each connected to an antenna array (40-1, 40-2) to perform physical communication, and in particular, have a built-in signal quality measurement function that extracts the received signal strength (RSSI) in real time from the received RF signal. This RSSI data is transmitted to the driving lane determination unit (130), which is an upper process. At this time, the first communication interface (110-1) generates first RSSI data to estimate the initial driving lane at the time of vehicle entry, and the second communication interface (110-2) generates second RSSI data to determine the final driving lane at the time of vehicle exit and billing completion.

[0056] In addition, the antenna high-speed switching logic within each interface electrically activates only the corresponding antenna port in microsecond (µs) units according to TDM scheduling, thereby enabling the acquisition of clear location data without physical beam overlap. These first and second communication interfaces (110-1, 110-2) may have the same hardware configuration, but the priority of data processing may differ depending on the installation location and role.

[0057] The OBU communication unit (120) communicates with the OBU (10) of a vehicle (10) traveling in the high-pass lane (L1~L3) in the high-pass section (HP) according to the DSRC communication protocol, and in order to quantify the completeness of the communication process and block interference through time division transmission, the internal OBU communication unit can perform the role of a communication controller that includes scheduling and transaction analysis functions beyond simple data transmission and reception functions.

[0058] The driving lane determination unit (130) is intended not merely to determine whether a signal is received, but to determine the driving lane by quantifying the degree of progress (depth) of the communication transaction performed by the antenna with the vehicle terminal (10) and assigning a weight. That is, this is intended to solve the problem that it is difficult to determine the driving lane (occupied lane) based solely on the signal strength (RSSI) in a multi-lane environment where signal interference occurs between adjacent antennas or when a vehicle is straddling. Even if the signal strength is similar, the accuracy of the determination can be increased by determining the lane where the antenna is located—where the exchange of actual data packets has been completed up to the 'Accounting Approval (ACTION_RESPONSE)' stage—as the lane occupied by the vehicle.

[0059] In addition, by matching the lane information at the time of entry through the first antenna array (40-1) and the lane information at the time of exit through the second antenna array (40-2) in a time-series manner, continuous tracking and accurate lane mapping for weaving vehicles changing lanes within the Hi-Pass section are possible.

[0060] In an embodiment of the present invention, the license plate recognition unit (140) handles multi-lane environments and weaving situations, so it may include a function to not only read the license plate characters but also calculate the location coordinates of the vehicle within the image to backtrack the physical driving lane. That is, the license plate recognition unit (140) according to an embodiment of the present invention does not simply extract text (license plate number) from a captured image but further includes a function to extract the spatial coordinates occupied by the vehicle object within the image. Specifically, the license plate recognition unit (140) inputs the center coordinates of the recognized license plate into a pre-set Lane Partition Map to primarily determine which lane area the vehicle is physically located in at the time of capturing the image. This 'image-based location information' is transmitted to the driving lane determination unit (130) described above and cross-verified with the wireless communication (RF)-based location determination result, thereby performing the role of ensuring the reliability of the final lane determination even if communication errors or blind spots in the image occur.

[0061] The toll collection unit (150) includes a vehicle-terminal mapping function that mutually maps data in a wireless communication area (OBU ID) and data in a physical image area (vehicle number) by utilizing confirmed lane information received from the driving lane determination unit (130) as a parameter. In particular, the toll collection unit (150) can fundamentally prevent mis-billing problems by forcibly combining image data and communication data based on the lane with the highest 'communication process depth' calculated by the driving lane determination unit (130), even when the physical location and the communication reception location are slightly different due to the vehicle straddling or weaving across the lane.

[0062] The server communication unit (160) is configured to interface communication with the server (50, 60) side through the network (102). Beyond simply transmitting data, it must perform a role that ensures the security of payment information, integrity to prevent data loss even in the event of a network failure, and the efficient transmission of large-capacity video data. To this end, when communicating with the payment server (50) through the network (102), the server communication unit (160) is equipped with an asynchronous transaction buffering function to prepare for communication failures, rather than merely relaying data. Specifically, when the server communication unit (160) receives billing data from the toll collection unit (150), it first records a transaction log in a local non-volatile memory area and attempts to transmit it to the server (50). If it does not receive an acknowledgment (ACK) signal from the server (50), it classifies the data into an 'untransmitted queue' and preserves it until the network is restored. This can ensure the reliability of billing for the entire system by preventing errors such as missed or duplicate toll payments caused by temporary network latency or disconnection in a multi-lane environment where vehicles travel at high speeds.

[0063] In this manner, in an embodiment of the present invention, the multi-lane Hi-Pass controller determines the driving lane of a vehicle passing through a multi-lane Hi-Pass section (HP) through the following steps: operating an antenna array installed corresponding to a plurality of lanes in a time-division manner to perform wireless communication with a vehicle terminal; monitoring the communication process performed with the vehicle terminal step by step to generate communication process depth data that quantifies the depth to the point where communication is successfully completed; calculating an occupancy probability score for each antenna by assigning weights based on the received signal strength (RSSI) value measured for each antenna and the communication process depth data; and determining the lane corresponding to the antenna with the highest occupancy probability score as the driving lane of the vehicle.

[0064] More specifically, the occupancy probability score per antenna (S n ) is a driving lane determination unit (130) that determines the lane based on communication as shown in the following mathematical formula 1 by combining the following three indicators (signal strength index, communication process depth index, time division reception density index) for the antenna of each lane (n).

[0065]

[0066] In mathematical formula 1, W1, W2, and W3 are weighting coefficients for each indicator, which can vary depending on the system environment, and for example, W2 can be set to the highest value.

[0067] Signal strength index (I RSSI ) does not use simple dBm values, but uses a normalized score within the range of possible communication success. That is, it assigns a score only when the average RSSI value of the received packets is above the valid threshold (e.g., -85dBm), and applies the law of inverse proportionality of distance by assigning a higher weight as it gets closer to the maximum value (e.g., -40dBm), so that the closer it is to the antenna (Main Lobe), the higher the score it receives.

[0068] Communication Process Depth Index (I Depth Level 1 (Simple Beacon Detection / BST Reception) is a score representing how deeply a communication transaction has progressed, and can be set to 10 points for Level 1 (Simple Beacon Detection / BST Reception), 30 points for Level 2 (Vehicle Presence Notification / VST Reception), 60 points for Level 3 (Information Exchange / GET_RESPONSE), and 100 points for Level 4 (Billing Completion / ACTION_RESPONSE). Accordingly, even if a signal from the adjacent lane is strongly detected simply through reflection (Side-lobe), if the actual billing procedure (Handshake) has not been completed, the score may be set low and the signal may be excluded.

[0069] Time Division Receive Density Index (I Density ) indicates how frequently valid packets are received within a TDM (Time Division Multiplexing) slot, and can be omitted if time division is not applied. For example, the time division reception density index (I Density ) can be calculated as “(number of valid packets received in the corresponding antenna slot) / (total time of the slot)”, and through this, it is possible to distinguish between transient signals caused by noise and continuous communication signals.

[0070] These antenna-specific occupancy probability scores (S n Based on ), when driving across lanes (where the vehicle is driving across the 1st and 2nd lanes but the actual center is more skewed toward the 1st lane), the driving (occupied) lane can be determined in the manner shown in Table 1 below.

[0071] division 1st antenna (1st path) Second antenna (secondary) Analysis results RSSI index (W1=0.3) 80 points 75 points Depth Index (W2-0.5) 100 points 30 points Density index (W3=0.2) 90 points 40 points Peak score 92 points 45.5 First judgment

[0072] Referring to Table 1 above, although there was no significant difference in physical signal strength (RSSI) (80 vs 75), the first lane received an overwhelming score in the completeness (depth) of the communication process, so the system identifies the vehicle as a 'vehicle entering the first lane' and verifies it by matching it with the first lane camera image.

[0073] FIG. 3 is a detailed block diagram of a communication interface connected to an antenna array according to an embodiment of the present invention.

[0074] A communication interface (110) according to an embodiment of the present invention may be composed of an antenna high-speed switching unit (111), a multi-channel RF modem (112), a signal quality measuring unit (113), and a timestamp synchronization buffer (114), as shown in FIG. 3.

[0075] Referring to FIG. 3, the antenna high-speed switching unit (111) sequentially opens or closes physical antenna ports within an extremely short time (e.g., hundreds of microseconds) according to the TDM control signal of the OBU communication unit (120). That is, by controlling a semiconductor switch rather than a mechanical relay, only the antenna of the desired lane is activated without delay, and interference is blocked by enforcing a minute waiting time (Guard Time) at the hardware level to prevent signal overlap when switching to an antenna of an adjacent lane. In the embodiment of the present invention, switching the antennas in a TDM manner is used as an example, but each antenna may transmit signals continuously.

[0076] The multi-channel RF modem (112) modulates and demodulates a short-range dedicated communication (DSRC) analog signal in the 5.8 GHz band into a baseband digital signal. That is, it performs modulation and demodulation in accordance with the Hi-Pass standard specifications, and is configured to enable parallel processing by forming independent channels with antenna modules (40-1a~c) corresponding to each lane (L1, L2, L3) in a multi-lane environment, or supports high-speed switching.

[0077] The signal quality meter (113) does not simply demodulate data, but quantifies the physical quality of the received RF signal and transmits it to the upper layer. That is, it measures the signal strength (RSSI) of the received packet in real time in dBm units and converts it into a digital value, and measures the background noise (Noise Floor) of the idle period to generate an indicator that determines whether the current communication environment is stable or unstable.

[0078] The timestamp synchronization buffer (114) tags the received data packet with precise reception time information in nanosecond (ns) or microsecond (µs) units. That is, the first communication interface (entry; 110-1) and the second communication interface (exit; 110-2) share the same system clock or are synchronized with GPS time, etc., providing a temporal reference point that can calculate the speed and trajectory of the vehicle passing through two points. Data entering at high speed through the FIFO (First-In First-Out) buffer is transmitted to the OBU communication unit (120) without loss.

[0079] FIG. 4 is a detailed configuration block diagram of an OBU communication unit according to an embodiment of the present invention.

[0080] As shown in FIG. 4, the OBU communication unit (120) according to an embodiment of the present invention may be composed of a TDM transmission / reception control module (121), a DSRC packet processing module (122), a transaction monitoring module (123), and an antenna response data synchronization module (124).

[0081] Referring to FIG. 4, the TDM transceiver control module (121) controls the transmission timing to prevent physical radio interference between the first antenna array (40-1) and the second antenna array (40-2). That is, it performs time division communication by alternately applying a transmission enable signal to the first communication interface (110-1) and the second communication interface (110-2), and allocates and manages transmission slots (Time Slot) for each antenna module (40-1a~c, 40-2a~c).

[0082] The DSRC packet processing module (122) extracts valid DSRC (Dedicated Short Range Communication) frames from the received digital signal and checks for errors. That is, it detects the preamble of the received data, performs bit synchronization, performs CRC (Cyclic Redundancy Check) to verify data integrity, and filters out damaged packets. In addition, it parses and extracts the unique ID and billing information of the vehicle terminal (OBU;10).

[0083] In an embodiment of the present invention, the transaction monitoring module (123) tracks the progress steps of the communication procedure to quantify the 'completeness (depth) of the communication process'. To this end, it monitors the communication process from the time of vehicle entry to the time of vehicle exit in stages (Wake-up, vehicle information request, billing request, billing processing, termination, etc.) and records how far communication has been successfully performed for each antenna to generate 'communication process depth (Depth)' data. This can be used as basic data for weight analysis in the driving lane determination unit (130) at the rear end.

[0084] More specifically, the communication transaction procedure between the OBU (10) and the multi-lane high-pass controller (100) in the high-pass section can be composed of the following steps as illustrated in FIG. 9: receiving a Beacon Service Table (BST) broadcast by an antenna array (40-1, 40-2); when the OBU (10) receives the BST, it wakes up and transmits a Vehicle Service Table (VST) containing vehicle number and vehicle type information to the high-pass controller (100); a GET_INSTANCE step in which the high-pass controller (100) requests entry office and card information, etc.; a GET_RESPONSE step in which the OBU (10) responds with entry office and card information; a SET_INSTANCE step in which the high-pass controller (100) executes billing; and an ACTION_RESPONSE step in which the OBU (10) responds with a processing result.

[0085] Referring to FIG. 9, the BST is a broadcast packet that is transmitted toward an unspecified number of vehicles and is largely composed of a MAC header and a BST payload. The overall frame structure consists of FC (Frame Control), DID (Destination ID), LID (Link ID), Length, LPDU (Payload), and FCS (CRC). In an embodiment of the present invention, the LID is used as an identifier to identify the antenna, and the BST payload may consist of a beacon identification number, system and area information (System Context), and an application service list. In an embodiment of the present invention, the system and area information is a data area utilized by the driving lane determination unit (130), and includes a Lane ID (lane identifier), which is the physical lane number where the antenna is installed. When the OBU receives this signal, it maps the measured RSSI to the signal strength of the corresponding lane.

[0086] As such, an antenna array (40-1, 40-2) according to one embodiment of the present invention sequentially broadcasts BST (Beacon Service Table) packets according to a time-division control signal of a multi-lane high-pass controller. The BST packet includes Link ID information that can identify the physical lane to which the antenna belongs within the MAC header, and includes Lane ID code within the payload. The driving lane determination unit (130) of the vehicle terminal (OBU) or controller measures the respective Received Signal Strength Indicator (RSSI) for a plurality of BST packets received in different time slots, and maps this to the Link ID (LID) within the BST packet, thereby primarily calculating the accurate vehicle occupied lane in a state where radio interference between antennas is excluded.

[0087] In addition, the VST is the initial response packet to the BST transmitted by the RSU, and is largely composed of a MAC header and a VST payload. The overall frame structure consists of FSC, LID, Length, LPDU, and FCS (CRC), and in the embodiment of the present invention, the LID is a response that copies the LID sent by the RSU exactly as it is. The VST payload stores header information, unique vehicle and terminal information, vehicle type information, vehicle number, contract and status information, issuance type, etc.

[0088] As such, the VST (Vehicle Service Table) packet is data transmitted by the vehicle terminal (OBU) in response to the beacon signal of the roadside unit (RSU), and includes the terminal's unique ID, registered vehicle type code, vehicle license plate information, and terminal status information, and is used as reference data for the multi-lane Hi-Pass system to initially identify and begin tracking the entering vehicle. More specifically, when the vehicle enters the first antenna array area and transmits the VST packet, the driving lane determination unit (130) and the first communication interface (110-1) measure the physical signal strength (RSSI) of the packet and simultaneously analyze the LID (Link ID) inside the packet to primarily determine which lane (L1, L2, etc.) the vehicle is physically close to. The vehicle number recognition unit (140) compares the vehicle number extracted from the captured image with the 'vehicle number field' within the received VST packet. At this time, since the antenna of an adjacent lane may receive the VST due to the characteristics of a multi-lane environment, the actual driving lane is determined by matching the vehicle location coordinates in the video with the information of the vehicle transmitting the VST. Then, the system generates the OBU ID of the received VST packet as the session key and manages all communication logs (such as billing transactions) until the vehicle reaches the second antenna array (exit) by making them dependent on this OBU ID, thereby enabling seamless billing processing even in weaving situations where the entry lane and the exit lane are different.

[0089] In this way, the OBU communication unit (120) of the present invention calculates the communication success rate by analyzing the frame sequence number in the header of the received packet and determines the completeness of the communication transaction (communication process depth) with the corresponding antenna by checking whether the 'ACTION_RESPONSE (final response)' packet in the payload has been received. In addition, the first communication interface (110-1) generates an 'expected lane at the time of entry' by combining the OBU ID included in the received VST packet (vehicle information) and the RSSI value measured at the physical layer (PHY), and the second communication interface (110-2) can improve the trajectory tracking accuracy of the weaving vehicle by correcting the vehicle's movement speed using the time difference (RTT) between the time of transmission (Timestamp) of the SET_INSTANCE (billing command) packet and the time of reception of the response packet thereto.

[0090] The antenna response data synchronization module (124) maps and aligns the asynchronous response data received via TDM with antenna location information and time information. That is, it groups the response data collected from the first antenna array (40-1) and the second antenna array (40-2) based on a single vehicle ID (Session ID). In the case of a weaving vehicle, it generates index change trajectory data of the response antenna that changes along the time axis and transmits it to the driving lane determination unit (130).

[0091] FIG. 5 is a detailed block diagram of a driving lane determination unit for determining a driving lane in a high-pass section according to an embodiment of the present invention.

[0092] The driving lane determination unit (130) according to an embodiment of the present invention may be composed of an RSSI-based first filtering module (131), a communication process depth calculation module (132), an entry-exit trajectory matching module (133), and a final lane determination and correction module (134), as shown in FIG. 5, in order to determine the final lane by scoring not only the strength of the physical signal but also the 'communication process depth' passed from the OBU communication unit (120) and comparing the trajectories of the first and second antenna arrays (40-1, 40-2).

[0093] Referring to FIG. 5, the RSSI-based primary filtering module (131) analyzes the received signal strength (RSSI) for each antenna received from the OBU communication unit (120) and primarily excludes noise signals below the effective range. That is, by comparing the signal strength of each slot received via TDM (Time Division Multiplexing), it filters out reflected waves or side-lobe signals received from antennas in adjacent lanes.

[0094] The communication process depth calculation module (132) is a module that performs communication process depth in conjunction with the communication transaction monitoring module (123) of the OBU communication unit (12), and scores not simply whether a signal was received, but 'how deeply' the communication proceeded. That is, it analyzes the communication success stage (depth) for each antenna and assigns a weighted score. For example, Stage 1 (Wake-up success) can be scored as 10 points, Stage 2 (Vehicle information reception) as 30 points, Stage 3 (Billing information exchange) as 60 points, and Stage 4 (Final billing processing completion) as 100 points. For example, if the first antenna succeeds up to 'final billing' and the second antenna only 'Wake-up' occurs, a high weight can be assigned to the first antenna.

[0095] The entry-exit trajectory matching module (133) determines whether the vehicle is weaving or driving diagonally by combining data from the first antenna array (entry section) and the second antenna array (exit section). Specifically, for the same vehicle ID (OBU ID), the driving lane can be determined as shown in Table 2 below by comparing the main occupied positions at time T1 (passing the first antenna array) and time T2 (passing the second antenna array).

[0096] division First antenna array (T1) Second antenna array (T2) Lane decision straight 1st 1st 1st Lane change 1st 2nd lane Judging as a billing stage Overhead driving 1st and 2nd lanes 1st and 2nd lanes Judgment based on weighted scores

[0097] Referring to Table 2 above, in Case A (straight), if T1 (lane 1) -> T2 (lane 1), lane 1 is confirmed, and in Case B (lane change case: T1 (lane 1) -> T2 (lane 2), the lane with a higher communication process depth or the lane where the final billing transaction is completed is selected as priority, and in Case C (overlapping driving), if T1 (similar score to lane 1 / 2) -> T2 (similar score to lane 1 / 2), the lane with the slightly higher score through weighted summation is selected.

[0098] The final lane confirmation and correction module (134) determines the final billing lane by combining the result values ​​of the above modules and performs cross-verification with the image recognition result. That is, it selects the lane with the highest score as the 'communication-based driving lane' by summing the (RSSI score) + (communication depth weight score), and performs a logic to determine whether to trust the side with the higher 'communication process depth' or the 'image location' by comparing it with the image location information of the vehicle recognized by the license plate recognition unit (140) in case of a discrepancy. Typically, if the communication process depth is at its maximum, that location is prioritized.

[0099] FIG. 6 is a detailed block diagram of a vehicle number recognition unit for recognizing a vehicle number in a Hi-Pass lane according to an embodiment of the present invention.

[0100] As shown in FIG. 6, the vehicle number recognition unit (140) according to an embodiment of the present invention is composed of an image preprocessing and ROI extraction module (141), a license plate object recognition module (142), an image coordinate-based lane mapping module (143), and a front / rear matching and result integration module (144).

[0101] The image preprocessing and ROI extraction module (141) improves the quality of the original image received from the front / rear image capturing device (30-1, 30-2) and sets the region of interest (ROI) where there is a high probability that a vehicle exists. That is, it performs illumination correction and noise removal filtering to respond to night, bad weather, and backlighting situations, captures a frame at a time synchronized with the vehicle trigger signal in the multi-lane image, and removes unnecessary backgrounds (sky, guardrail, etc.) to secure computation speed.

[0102] The license plate object recognition module (142) detects the shape of the vehicle and the license plate area within the image and converts the license plate number into text data through optical character recognition (OCR). That is, it uses a Convolutional Neural Network (CNN) based algorithm to correct the tilt of the license plate that was captured at an angle due to weaving, and classifies the type of vehicle (small, large, cargo, etc.) together to assist the vehicle type classification data of the toll collection unit (150).

[0103] The image coordinate-based lane mapping module (143) converts the pixel coordinates within the image of a recognized vehicle object into the physical lane position of the actual road. Looking at the detailed operation, it uses a map calibrated based on the camera's installation height, angle, and lens distortion information to determine which of the first lane (L1), second lane (L2), and third lane (L3) the center coordinates (x, y) of the vehicle within the image belong to. Additionally, when driving straddling, it quantifies how far the center point of the vehicle object is from the lane boundary to generate 'image-based occupied lane information' and transmits it to the driving lane determination unit (130). This can be used when the driving lane determination unit (130) cross-verifies the lane determination based on communication data and the lane determination based on image data.

[0104] The front / rear matching and result integration module (144) integrates the results recognized from the first gantry (rear shooting) and the third gantry (front shooting) respectively to maximize the recognition rate. That is, if the front license plate recognition fails because it is obscured by the vehicle in front, the rear license plate recognition result is adopted as the main data, and the vehicle position in the front image (entry time) and the vehicle position in the rear image (exit time) are compared to generate an image-based movement trajectory, and this is matched with the data of the OBU communication unit (120).

[0105] FIG. 7 is a detailed block diagram of a toll collection unit for collecting tolls in a Hi-Pass section according to an embodiment of the present invention.

[0106] A toll collection unit (150) according to an embodiment of the present invention may be composed of a vehicle-terminal mapping module (151), a vehicle type cross-verification module (153), a real-time fee settlement processing module (153), and an overdue and exception processing module (154), as shown in FIG. 7.

[0107] The vehicle-terminal mapping module (151) combines wireless communication data (OBU) and image recognition data (vehicle number) in a 1:1 ratio using the 'final driving lane' information determined by the driving lane determination unit (130) as a key value. That is, in a multi-lane environment, since multiple vehicles pass through simultaneously, it is necessary to find and match pairs where the 'timestamp' and 'determined lane (Lane ID)' match. In addition, in a weaving situation, if the OBU (10) is determined to be the second lane, but there are no vehicles in the second lane image and a vehicle is recognized at the first lane boundary, the 'communication process depth' score of the driving lane determination unit (130) is evaluated to correct the mapping to the combination with the highest probability.

[0108] The vehicle type cross-verification module (153) detects fraudulent use by comparing the vehicle type information registered in the OBU (10) with the appearance-based vehicle type information analyzed by the image recognition unit. That is, it compares in real-time cases where the OBU information is "light car (Type 1)" or the image information is "large cargo (Type 4)", and if a discrepancy occurs, it ignores the vehicle type information of the OBU and recalculates the fare based on the image-based vehicle type (actual vehicle type), or generates a 'vehicle type mismatch violation code' and sends it to the server (60).

[0109] The real-time toll settlement processing module (153) calculates the final toll based on the matched vehicle information and controls the OBU communication unit (120) to complete the actual billing transaction. That is, it calculates the toll by applying the entrance office information, the distance between the current exit office and the vehicle type, and the time of day (commute discount, etc.), sends a 'billing approval request' signal to the OBU communication unit (120), and manages the transaction until a 'processing complete (OK)' response is received from the OBU (10).

[0110] The non-payment and exception handling module (154) classifies and processes exception situations such as mapping failure, non-attachment of terminal, and insufficient balance. More specifically, in cases where a vehicle exists in the image (license plate recognized) but there is no OBU communication data matching the lane, such as a vehicle without a terminal attached, it is classified as a 'video license plate billing target' and generates data requesting the sending of a bill to the server (60). In cases where the OBU is detected but the final billing transaction fails, such as a communication error vehicle, it is marked as a 'post-payment processing target' and the data is stored.

[0111] FIG. 8 is a detailed configuration block diagram of a server communication unit for communicating with a server in a high-pass controller according to an embodiment of the present invention.

[0112] As shown in FIG. 8, the server communication unit (160) according to an embodiment of the present invention may be composed of a security session management module (161), a transaction buffer and retransmission module (162), a violation vehicle processing module (163), and a remote control and synchronization unit (164).

[0113] Referring to FIG. 8, the security session management module (161) encrypts the communication channel with the payment server (50) and the sales office management server (60) and performs authentication. More specifically, it creates an encrypted tunnel based on VPN or SSL / TLS so that financial data is not exposed even when using the public network (Internet), and uses a device certificate to verify that the server is a legitimate Hi-Pass controller, and after verifying that the controller is also a legitimate server, it establishes a session.

[0114] The transaction buffer and retransmission module (162) temporarily stores payment data (billing requests) locally so that they are not lost in the event of network instability or server failure, and retransmits them upon recovery. That is, it immediately transmits the billing data delivered from the toll collection unit (150), but in the event of failure, it loads it into a queue in non-volatile memory (NVRAM), periodically monitors the network status, and when the connection is restored, transmits the data accumulated in the queue sequentially in batches.

[0115] When a vehicle violating vehicle processing module (163) is detected, such as a vehicle with unpaid fines or a vehicle registered under a false name, it bundles text data (time, location, type of violation) and evidence images (front and rear photos of the vehicle) into a single package and transmits them. At this time, among the high-resolution images captured by the vehicle number recognition unit (140), the area (ROI) required for license plate identification is cropped or compressed (JPEG / H.264) to save transmission bandwidth, and the confirmed lane (L1, L2, etc.) information and time information at the time of the violation are inserted into the image file header in the form of a watermark or metadata to prevent falsification of the evidentiary value.

[0116] The remote control and synchronization unit (164) downloads the latest operational data (blacklist DB, fee table, firmware) from the sales office management server (60) and reports the status of the multi-lane high-pass controller (100). More specifically, it periodically receives delta (change) data from the blacklist DB containing information on stolen vehicles or vehicles with outstanding taxes to update the local memory, and performs synchronization between the standard time of the server and the system time of the controller in milliseconds (ms) to calculate the accurate speed / position of the first and second communication interfaces (110-1, 110-2).

[0118] Although embodiments of the present invention have been described above with reference to the attached drawings, those skilled in the art will understand that the present invention may be implemented in other specific forms without changing its technical concept or essential features. Therefore, the embodiments described above should be understood as illustrative in all respects and not restrictive. Explanation of the symbols

[0120] 10: On-board Unit (OBU) 20-1, 20-2: Vehicle detector 30-1,30-2: Imaging device 40-1,40-2: Antenna array 50: Payment Server 60: Branch Management Server 100: Multi-lane Hi-Pass controller 110-1, 110-2: Communication interface 120: OBU Communication Unit 130: Driving Lane Determination Unit 140: Vehicle license plate recognition unit 150: Toll collection unit 160: Server Communications Department

Claims

Claim 1 A method for determining the driving lane of a vehicle passing through a multi-lane Hi-Pass section (HP) by a multi-lane Hi-Pass controller in a next-generation intelligent transportation system (C-ITS), comprising: (a) operating an antenna array installed corresponding to a plurality of lanes in a time-division manner to perform wireless communication with a vehicle terminal; (b) monitoring the communication process performed with the vehicle terminal step-by-step to generate communication process depth data that quantifies the depth to the point where communication is successfully completed; (c) calculating an occupancy probability score for each antenna by assigning weights based on the received signal strength (RSSI) value measured for each antenna and the communication process depth data. and (d) a step of determining the lane corresponding to the antenna with the highest occupancy probability score as the driving lane of the vehicle, wherein step (b) includes a step of analyzing packets exchanged with the vehicle terminal to check whether a wake-up, vehicle information reception, billing information exchange, and final billing response (ACTION_RESPONSE) are received, and a step of assigning a higher weight score to the communication process depth data as the confirmed communication stage is closer to the final billing response stage, a method for determining vehicle location in a multi-lane Hi-Pass section. Claim 2 delete Claim 3 A method for determining vehicle location in a multi-lane Hi-Pass section, wherein, in claim 1, the step (d) includes the step of tracking the movement trajectory of a vehicle by chronologically matching first occupancy location information measured by a first antenna array installed in an entry section with second occupancy location information measured by a second antenna array installed in an exit section, and the step of determining the final driving lane by prioritizing the lane with a higher communication process depth score or the lane where the final billing transaction has been completed when the first occupancy location information and the second occupancy location information are different. Claim 4 First to third gantry installed across a plurality of Hi-Pass lanes; vehicle detectors installed on the first and third gantry to detect entering and exiting vehicles; an antenna array comprising a first antenna array installed on the second gantry to form a transmission and reception area of ​​the vehicle entry section and a second antenna array installed on the third gantry to form a transmission and reception area of ​​the vehicle exit section; and an image capturing device installed on the first and third gantry to capture the front and rear of a vehicle. and includes a multi-lane Hi-Pass controller connected to the vehicle detector, antenna array, and image capturing device to determine the driving lane of a vehicle passing through the Hi-Pass section and collect tolls, wherein the multi-lane Hi-Pass controller comprises: an OBU communication unit that drives the first and second antenna arrays using a time-division transmission method to block signal interference between antennas, communicates with a vehicle terminal of a vehicle passing through the Hi-Pass section to calculate the received signal strength for each antenna, and calculates a communication stage depth score according to the stage at which the communication transaction is completed; a driving lane determination unit that tracks the trajectory of a driving vehicle by chronologically matching the occupied lane information at the time of entry through the first antenna array with the occupied lane information at the time of exit through the second antenna array, and determines the driving lane for billing by analyzing the communication stage depth score and the received signal strength; a vehicle number recognition unit that generates image-based occupied lane information by converting pixel coordinates within a vehicle image acquired from the image capturing device into physical lane positions of the actual road and recognizes the vehicle number; and based on the driving lane determined by the driving lane determination unit, the A toll collection unit that collects tolls by performing vehicle-terminal mapping by combining vehicle image data and communication data;A multi-lane Hi-Pass system of a next-generation intelligent transportation system (C-ITS), comprising a server communication unit equipped with an asynchronous transaction buffering function that, when a billing transaction occurs, first records a log in local non-volatile memory and then transmits it to an external payment server, but preserves the data until network recovery point in the event of transmission failure. Claim 5 In claim 4, the multi-lane high-pass system is characterized by further including a first communication interface connected to the first antenna array installed at the entry point of each lane to transmit a transmission control signal and converting response data from a vehicle terminal received from the first antenna array into a digital signal and transmitting it to the OBU communication unit, and a second communication interface connected to the second antenna array installed at the exit point of each lane to transmit a transmission control signal and converting response data from a vehicle terminal received from the second antenna array into a digital signal and transmitting it to the OBU communication unit.

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