Apparatus for preventing collision between pedestrian and vehicle on basis of soft v2x, and method or system therefor

Abstract

Presented is a system for warning of a collision between a pedestrian and a vehicle, comprising: a UWB tag for transmitting a signal for detecting the location of the pedestrian, and movement information related to movement of the pedestrian; a UWB anchor for acquiring location information of the pedestrian on the basis of the signal received from the UWB tag, and transmitting, to a server, the acquired location information of the pedestrian and the movement information; and the server for acquiring first walking information, which includes at least one from location, moving speed and moving direction of the pedestrian, on the basis of the location information and the moving information of the pedestrian, and determining collision danger between the pedestrian and a nearby vehicle on the basis of the first walking information and first driving information, wherein the first driving information can include at least one from among the location, travel speed, and travel direction of the nearby vehicle.

Description

Device for collision avoidance between pedestrians and vehicles based on soft V2X, method or system therefor

[0001] The present invention relates to a device for traffic safety or traffic accident prevention using soft V2X, a method or system therefor, and more specifically, to a device for collision prevention between a pedestrian and a vehicle using a UWB (ultra wideband) tag, and a method or system therefor.

[0002] UWB (Ultra WideBand) system refers to a wireless communication system that uses a bandwidth of 500 MHz or more or a system with a non-bandwidth (bandwidth corresponding to the center frequency) of 20% or more.

[0003] UWB can measure distance by using the time it takes for UWB radio waves to travel between two points.

[0004] When a reference point is placed and a tag is attached to a moving object whose distance from the anchor is to be measured, a time difference occurs between the tag transmitting a radio wave and the anchor receiving the radio wave. This is because it takes time for the radio wave to travel the distance between the tag and the anchor, and this is called the Time of Flight (ToF). Figure 1 illustrates the transmission and reception times of radio waves between an anchor and a tag.

[0005] If a tag polls (periodically transmits a signal) the radio wave and the anchor receives the polling radio wave and responds, then the time difference between the tag transmitting the radio wave and receiving the response (Tpoll) minus the time difference between the anchor receiving the radio wave and responding to it (Treply) gives the ToF time for the radio wave to travel back and forth between the anchor and the tag, and dividing this ToF time by 2 gives the time ToF for the radio wave to travel between the anchor and the tag.

[0006] Besides ToF, Angle of Arrival (AoA) is also used for positioning in UWB. AoA can measure the direction between an anchor and a tag.

[0007] Using a fixed anchor, the tag's location can be measured using the Time Difference of Arrival (TdoA) method, as illustrated in Figure 2. When the anchor has known absolute coordinates, the absolute coordinates of the tag device (e.g., smartphone, other small device) can be calculated using triangulation if the distance to surrounding anchors is known.

[0008] Figure 3 is a diagram for explaining 3D AoA. The anchor is at Angle 1(θ) with the tag. k ) and Angle 2(Φ) can be measured to measure the direction in 3D space. The anchor can obtain the exact location or coordinates of the tag using the distance measured through ToF and Angle 1, 2.

[0009] This UWB positioning is more accurate than satellite (GPS) positioning and shows positioning accuracy of less than 1 meter.

[0010] Fig. 4 relates to a smart traffic management system using conventional soft V2X.

[0011] Soft V2X is a system and app that can predict collisions between vehicles and pedestrians by transmitting and receiving information (location, speed, direction) as messages between surrounding user terminals and servers, and prevent accidents in advance by notifying users of this in advance through user terminals.

[0012] The SoftV2X app transmits location, speed, and direction information to the server according to the SAE 2735 message format. For vehicles, it transmits a basic safety message (BSM), while for pedestrians, bicycles, and scooters, it transmits a personal safety message (PSM). Key elements in each message are as follows:

[0013] ElementDescriptionid4 octet random device identifiersecMarkTimestamplatLatitudelongLongitudeelevElevationaccuracyPositional Accuracyspeedspeedheadingcurrent heading of the sending deviceaccelSeta set of acceleration values ​​in 3 orthogonal directions

[0014] Smart RSUs, such as smart CCTVs, can detect objects from acquired images, calculate the object's position, direction, and speed, and include them in BSM or PSM to transmit to the SoftV2X server.

[0015] Meanwhile, predicting collisions between vehicles and pedestrians requires precise location information (with an accuracy of less than 1 meter). However, satellite-based positioning technology (i.e., GPS) alone is unable to obtain accurate location information in urban areas.

[0016] The existing collision prediction technology using V2X requires a V2X OBU (On-board unit) in the vehicle, but few existing vehicles are equipped with a V2X OBU, and it is difficult for pedestrians to carry a V2X device.

[0017] Although collision alerts can be sent using smartphones, there is a problem in that it is difficult for pedestrians to recognize the collision alert if the smartphone is in a bag or pocket.

[0018] The present invention proposes a collision prevention method between pedestrians and vehicles using soft V2X and UWB tags.

[0019] In addition, the present invention seeks to provide a method for determining pedestrian walking information using a UWB tag.

[0020] In addition, the present invention seeks to provide a method for determining the possibility of a collision by combining pedestrian walking information and vehicle driving information.

[0021] In addition, the present invention seeks to provide a method for sending a collision warning to a pedestrian and a vehicle when a collision between a pedestrian and a vehicle is expected.

[0022] The problems to be solved by the present invention are not limited to the problems to be solved above, and other problems not mentioned can be clearly understood by a person having ordinary skill in the technical field to which the present invention belongs from the description below.

[0023] A system for collision warning between a pedestrian and a vehicle is proposed, comprising: a UWB tag configured to transmit a signal for detecting a position of the pedestrian and movement information related to movement of the pedestrian; a UWB anchor configured to obtain position information of the pedestrian based on a signal received from the UWB tag and to transmit the obtained position information of the pedestrian and the movement information to a server; a server configured to obtain first gait information including at least one of a position, a movement speed, or a movement direction of the pedestrian based on the position information of the pedestrian and the movement information, and to determine a risk of collision between the pedestrian and a surrounding vehicle based on the first gait information and first driving information, wherein the first driving information may include at least one of a position, a movement speed, or a movement direction of the surrounding vehicle.

[0024] A method for collision warning between a pedestrian and a vehicle is proposed, the method being performed by a server, comprising the steps of: receiving location information of the pedestrian and movement information related to movement of the pedestrian from a UWB anchor; obtaining first gait information including at least one of a location, a moving speed, or a moving direction of the pedestrian based on the location information of the pedestrian and the movement information; and determining a risk of collision between the pedestrian and a surrounding vehicle based on the first gait information and first driving information, wherein the first driving information may include at least one of a location, a moving speed, or a moving direction of the surrounding vehicle.

[0025] A method for collision warning between a pedestrian and a vehicle is proposed, the method being performed by a UWB anchor, and comprising the steps of: receiving movement information related to the movement of the pedestrian from a UWB tag; obtaining location information of the pedestrian based on a signal received from the UWB tag; and transmitting the obtained location information of the pedestrian and the movement information to a server.

[0026] A method for collision warning between a pedestrian and a vehicle is proposed, the method being performed by a UWB tag, the method comprising: transmitting a signal for detecting the position of the pedestrian; obtaining movement information including at least one of a moving direction, a step counter, or a step rate of the pedestrian based on the obtained sensor value; and transmitting the movement information to a UWB anchor.

[0027] The above problem solving methods are only some of the embodiments of the present invention, and various embodiments reflecting the technical features of the present invention can be derived and understood by a person having ordinary knowledge in the relevant technical field based on the detailed description of the present invention described below.

[0028] The present invention has the following effects.

[0029] It can identify the pedestrian's exact location, moving speed, and moving direction, which can provide more precise collision warnings.

[0030] The effects according to the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art to which the present invention pertains from the detailed description of the invention below.

[0031] The accompanying drawings, which are included as part of the detailed description to aid in understanding the present invention, provide embodiments of the present invention and, together with the detailed description, explain the technical idea of ​​the present invention.

[0032] Figure 1 illustrates the transmission and reception time of radio waves between an anchor and a tag.

[0033] Figure 2 illustrates positioning using the TdoA (time difference of Arrival) method.

[0034] Figure 3 is a diagram for explaining 3D AoA.

[0035] Fig. 4 relates to a smart traffic management system using conventional soft V2X.

[0036] Figure 5 illustrates a system (1) for traffic safety or traffic accident prevention using soft V2X according to the present invention.

[0037] Fig. 6 shows a UWB tag (10) and a UWB anchor (20) according to the present invention.

[0038] FIG. 7 illustrates an operation scenario of a system for collision prevention between a pedestrian and a vehicle using soft V2X and UWB tags according to the present invention.

[0039] Figure 8 illustrates the overall process of calculating the position, movement speed, and movement direction of a pedestrian based on UWB according to the present invention.

[0040] Figure 9 illustrates a process of obtaining a movement direction using a 3-axis acceleration sensor value and a 3-axis angular velocity sensor value.

[0041] Figure 10 illustrates a process for calculating a step counter according to the present invention.

[0042] Figure 11 is a graph for explaining the process of calculating the step rate according to the present invention.

[0043] Figure 12 illustrates the relative positions of UWB anchors and UWB tags.

[0044] Figure 13 illustrates a fusion procedure of PDR measurement information and UWB measurement information according to a particle filter according to the present invention.

[0045] Figure 14 illustrates a front collision case, and Figure 15 illustrates a cross collision case.

[0046] Figure 16 illustrates the possibility of collision according to the relative positions and movement directions of a vehicle and a pedestrian according to the present invention.

[0047] Figure 17 illustrates the possibility of collision according to the lateral distance conditions between a vehicle and a pedestrian according to the present invention.

[0048] Figure 18 illustrates the relative directions of a vehicle and a pedestrian according to the present invention.

[0049] Figure 19 is a flowchart of a method for warning of a collision between a pedestrian and a vehicle according to the present invention.

[0050] Hereinafter, embodiments disclosed in this specification will be described in detail with reference to the attached drawings. Regardless of the drawing numbers, identical or similar components will be given the same reference numbers, and redundant descriptions thereof will be omitted. The suffixes "module" and "part" used for components in the following description are assigned or used interchangeably only for the convenience of writing the specification, and do not in themselves have distinct meanings or roles. In addition, when describing the embodiments disclosed in this specification, if it is determined that a specific description of a related known technology may obscure the gist of the embodiments disclosed in this specification, a detailed description thereof will be omitted. In addition, the attached drawings are only intended to facilitate easy understanding of the embodiments disclosed in this specification, and the technical ideas disclosed in this specification are not limited by the attached drawings, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and technical scope of the present invention.

[0051] Terms that include ordinal numbers, such as first, second, etc., may be used to describe various components, but the components are not limited by these terms. These terms are used solely to distinguish one component from another.

[0052] When a component is referred to as being "connected" or "connected" to another component, it should be understood that it may be directly connected or connected to that other component, but that there may be other components intervening. Conversely, when a component is referred to as being "directly connected" or "connected" to another component, it should be understood that there are no other components intervening.

[0053] Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0054] In this application, terms such as “include” or “have” are intended to specify the presence of a feature, number, step, operation, component, part or combination thereof described in the specification, but should be understood not to exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

[0055]

[0056] Fig. 5 illustrates a system (1) for traffic safety or traffic accident prevention using soft V2X according to the present invention. The system (1) may include a UWB tag or device (11, 12), a UWB anchor (21), a SoftV2X server (hereinafter referred to as “server”) (30), an RSU (40) such as a smart CCTV, and a user terminal (61) for a vehicle driver.

[0057] The UWB tag (11, 12) transmits or propagates a UWB signal to the UWB anchor (21), thereby enabling the location of the UWB tag (11, 12) or a pedestrian carrying the UWB tag to be identified. In addition, the UWB tag (11, 12) can transmit movement direction information to the UWB anchor (21). In addition, the UWB tag (11, 12) can receive a collision warning when a pedestrian is expected to collide with a vehicle, and output a warning sound or vibration based on the collision warning.

[0058] The UWB anchor (21) can detect the location of a pedestrian through a UWB tag (11, 12) and transmit the pedestrian's location information to a server (30). In addition, the UWB anchor (21) can also transmit movement direction information to the server (30). In addition, the UWB anchor (21) can receive a collision warning from the server (30) when a collision between a pedestrian and a vehicle is expected and transmit the same to the UWB tag (11, 12).

[0059] The server (30) can receive the pedestrian's location information and the pedestrian's movement direction information from the UWB anchor (21). In addition, the server (30) can receive information related to vehicles (51, 52) around the pedestrian from the RSU (40). In addition, the server (30) can receive vehicle-related information from the user terminal (61). The vehicle-related information can include the location, driving speed, and driving direction of the vehicles (51, 52). The server (30) can predict a collision between a pedestrian and a vehicle using the pedestrian information and the vehicle-related information. If a collision between a pedestrian and a vehicle is predicted, the server (30) can transmit a collision warning to the UWB anchor (21).

[0060] UWB tags (11, 12) can be attached to a pedestrian's outer clothing, bag strap, hat, etc. to secure anchor and LOS (line of sight) and to secure stable sensor information. Fig. 6 (a) shows the front and back of a UWB tag (10) according to the present invention, and Fig. 6 (b) shows the front and back of a UWB anchor (20) according to the present invention.

[0061]

[0062] FIG. 7 illustrates an operation scenario of a system for collision prevention between a pedestrian and a vehicle using soft V2X and UWB tags according to the present invention.

[0063] A UWB tag (10) and a UWB anchor (20) perform anchor discovery. The UWB anchor (20) periodically transmits a BLE (Bluetooth low energy) signal (S701), and when the UWB tag (10) receives the BLE signal, it can recognize that there is a UWB anchor (20) nearby.

[0064] When it is recognized that there is a UWB anchor (20) in the vicinity, the UWB tag (10) can transmit a UWB signal to the UWB anchor (20) (S702). When the UWB anchor (20) receives the UWB signal from the UWB tag (10), it can calculate the 3D AoA (Angle of Arrival) of the UWB signal and the distance to the UWB tag (10) (S703). Here, the 3D AoA and the distance determined based on the UWB signal of the UWB tag (10) are referred to as the 3D AoA of the UWB tag (10) and the distance of the UWB tag (10), respectively. The calculation of the 3D AoA and the distance based on the UWB signal will be referred to with reference to FIGS. 1 to 3. The 3D AoA and the distance calculated based on the UWB signal of the UWB tag (10) will be simply referred to as “UWB measurement information”. Additionally, since this information can indicate the location of the UWB tag (10), it can be referred to as “location information” of the UWB tag (10) or the pedestrian.

[0065] In addition, the UWB tag (10) can transmit the identifier (ID), moving direction, step counter, and step rate of the UWB tag (10) to the UWB anchor (20) (S704). At this time, the UWB tag (10) can transmit the identifier (ID), moving direction (heading), step counter, and step rate of the UWB tag (10) to the UWB anchor (20) via a BLE signal. The moving direction, step counter, or step rate is based on the measurement value of the sensor of the UWB tag (10), which will be described later, and will be simply referred to as “Pedestrian Dead Reckoning (PDR) measurement information” or “movement information.”

[0066] Depending on the embodiment, the order of S703 and S704 may be switched.

[0067] The UWB anchor (20) can transmit UWB measurement information and PDR measurement information to the server (30) (S705).

[0068] The server (30) can obtain the location, moving direction, and moving speed of the UWB tag (10) using the received UWB measurement information and PDR measurement information (S706). Here, at least one of the location, moving direction, and moving speed of the UWB tag (10) is referred to as “walking information.”

[0069] The server (30) can fuse PDR measurement information and UWB measurement information to obtain the location, moving direction, and moving speed of the UWB tag (10) or the corresponding pedestrian.

[0070] Meanwhile, an RSU (40), such as a smart CCTV, can detect vehicles around the road (S707). The RSU (40) can calculate at least one of the vehicle's location, direction of movement, and speed and transmit the calculated information to the server (30) (S708). Here, at least one of the vehicle's location, direction of movement, and speed is referred to as "driving information."

[0071] In addition, an app (61) in a user terminal, such as a smart phone of a driver riding in a vehicle, can perform satellite positioning (GPS) (S709) and transmit at least one of the vehicle's location, moving direction, and moving speed based thereon to a server (30) (S710).

[0072] The server (30) can process the received walking information or the received driving information into information necessary for collision prediction (S711).

[0073] The server (30) can perform collision prediction using the processed information (S712).

[0074] Then, if a collision is predicted (or there is a high possibility of a collision), the server (30) can transmit a collision warning to the UWB anchor (20) or the app (61) in the vehicle-side user terminal (S713, S716).

[0075] A UWB anchor (20) that receives a collision warning can transmit the received collision warning to a UWB tag (10) (S714). A message including the collision warning can be transmitted, which can include an identifier (ID) of the UWB tag (10).

[0076] The UWB tag (10) can output a warning sound or vibration if the identifier included in the received collision warning message matches its own identifier (S715).

[0077] When a collision warning is received, the app (61) in the vehicle-side user terminal can output a warning sign on the display (screen) or output a warning sound or vibration (S717).

[0078] S704 (or S705), S706, and S711 will be described in detail with reference to FIGS. 8 to 14 described below.

[0079]

[0080] First, the overall process of calculating the position, moving speed, and moving direction of a pedestrian based on the UWB tag (10) or UWB according to the present invention is briefly described with reference to FIG. 8.

[0081] The sensor in Fig. 8 refers to a 3-axis acceleration sensor and a 3-axis angular velocity sensor built into a UWB tag (10). 3-axis acceleration values ​​and 3-axis angular velocity values ​​are obtained from the sensors.

[0082] The UWB tag (10) performs Pedestrian Dead Reckoning (PDR), a sensor-based position estimation method. The three-axis acceleration and three-axis angular velocity values ​​acquired from the sensors are used. Through PDR, the pedestrian's movement direction, step counter, and step rate are calculated.

[0083] The UWB tag (10) can calculate the number of steps taken by a pedestrian, i.e., a step counter. The step counter is used by the server (30) to calculate the pedestrian's moving speed (S706). The reason for calculating the moving speed through the step counter rather than directly using the INS (Inertial Navigation System) method using the 3-axis acceleration value is that the movement of pedestrians is irregular compared to that of vehicles. Therefore, the step counter is used to calculate the pedestrian's moving speed.

[0084] Additionally, the server (30) receives the UWB signal transmitted or propagated by the UWB tag (10), and distance and angle information of the UWB tag (10) can be obtained from the UWB signal.

[0085] Then, the pedestrian's (final) location, moving speed, and moving direction information can be acquired by fusing the pedestrian's moving direction, step counter, and step rate based on PDR, and the distance and angle information of the UWB tag (10) based on the UWB signal. At this time, the means used for information fusion is a particle fusion filter. Since the error of the pedestrian's movement does not follow a normal distribution but a uniform distribution, a particle filter is used instead of a Kalman filter.

[0086] Hereinafter, the acquisition of PDR-based measurement information, the acquisition of UWB-based measurement information, and the fusion of the acquired measurement information illustrated in Fig. 8 will be described in more detail.

[0087] First, we explain how to obtain PDR measurement information.

[0088] [Measurement or determination of the movement direction, step counter, and step rate of the UWB tag (10)] (Related to S704 and S705 of Fig. 7)

[0089] The UWB tag (10) can obtain the pedestrian's three-axis acceleration or three-axis angular velocity information using the built-in three-axis acceleration or angular velocity sensor. Based on this, as illustrated in Fig. 9, the UWB tag (10) can obtain the movement direction (“yaw” at the bottom of Fig. 9).

[0090] Referring to Figure 10, the process of calculating the step counter is illustrated.

[0091] The process of Fig. 10 is performed by a UWB tag (10) or a processor within the UWB tag (10). Hereinafter, for simplicity of explanation, it is described that the UWB tag (10) performs the process.

[0092] The UWB tag (10) can calculate the magnitude of acceleration (mAC) (S1001). The magnitude of acceleration is as follows.

[0093]

[0094] Here, Ax, Ay, and Az are the acceleration values ​​along the x, y, and z axes, respectively.

[0095] Then, the UWB tag (10) can calculate the filtered acceleration magnitude (FmAC) based on the magnitude of the acceleration (S1002). At this time, a Butterworth filter is used, and FmAC can have a positive or negative number.

[0096] The UWB tag (10) can determine whether FmAC is greater than a positive threshold (pThres) (S1003). If FmAC is greater than the positive threshold (pThres), the UWB tag (10) can determine whether StepFulse is False (S1004). StepFulse is set to TRUE when FmAC is greater than the positive threshold, and is set to FALSE when FmAC is less than the negative threshold.

[0097] The UWB tag (10) can increase the step counter by 1 if FmAC is greater than a positive threshold and StepFulse is False (S1005). Then, the UWB tag (10) can set StepFulse to TRUE (S1006).

[0098] The UWB tag (10) does not change the step counter if FmAC is greater than the positive threshold and StepFulse is not False. The UWB tag (10) can also keep StepFulse as TRUE.

[0099] If FmAC is not greater than the positive threshold (pThres), the UWB tag (10) can determine whether FmAC is less than the negative threshold (nThres) (S1007). If FmAC is less than the negative threshold (nThres), the UWB tag (10) can determine whether StepFulse is TRUE (S1008). If FmAC is less than the negative threshold and StepFulse is TRUE, the UWB tag (10) can set StepFulse to FALSE (S1009). If FmAC is less than the negative threshold and StepFulse is not TRUE, the UWB tag (10) can keep StepFulse as FALSE.

[0100] The step counter is incremented only when StepFulse changes from FALSE to TRUE, because a pedestrian's step (walking) consists of a cycle of increasing and decreasing acceleration. That is, the step counter is incremented when the magnitude of the acceleration becomes less than the negative threshold and then greater than the positive threshold.

[0101]

[0102] The step rate can be calculated as follows. Refer to Figure 11 for step rate calculation.

[0103]

[0104] The step rate is calculated using the time interval for FmAC to reach pThres.

[0105] stepRate = 1.0 / (StepTime - prevStepTime)

[0106] Accordingly, StepTime corresponds to the time information (time value) when FmAC is pThres.

[0107] When the current location is Point A, linear interpolation is used to calculate StepTime, which is the time at Point A'.

[0108] StepTime = time - ((time - prevTime) * (FmAC - pThres) / (FmAc - prevFmAC))

[0109] Here, time is the current time (corresponding to the current cycle for step rate determination), prevTime is the previous time (corresponding to the previous cycle for step rate determination), prevStepTime is the previous StepTime, and prevFmAC is the previous FmAC (filtered acceleration value) (corresponding to the previous cycle for step rate determination).

[0110] The calculated step rate is maintained only for the time below.

[0111] If (time - prevStepTime) > 2.0 / stepRate, stepRate = 0

[0112] For example, if the step rate is 1, the step rate is maintained for 2 seconds.

[0113]

[0114] Next, we describe the acquisition of UWB measurement information.

[0115] [Calculating the position, direction of movement, and speed of movement of UWB tag (10)]

[0116] Figure 12 shows the relative positions of a UWB anchor (20) and a UWB tag (10).

[0117] The position of a UWB tag (10) can be measured based on a UWB signal. By acquiring the ToF and 3D AoA of the UWB signal as described above, the UWB anchor (20) can determine the relative position of the UWB tag. Through this, the UWB anchor (20) can acquire the relative coordinates (x_t, y_t) of the UWB tag (10).

[0118] However, since relative coordinates cannot be used, it is necessary to obtain the absolute coordinates of the UWB tag (10). The absolute position (latitude, longitude) of the UWB anchor (20) can be measured using a precision surveying device (Real Time Kinematic; RTK). The absolute position of the UWB anchor (20) can be converted into a planar coordinate system to obtain the TM (Transverse Mercator) coordinates (X_a, Y_a). In addition, the angle (θ) (azimuth, Anchor Azimuth in FIG. 8) by which the Y-axis of the UWB anchor (30) is rotated with respect to true north can be obtained in advance.

[0119] As a result, the TM coordinates (X_t, Y_t) of the UWB tag (10) are as follows.

[0120] - X_t = X_a + x_t * cosθ - y_t * sinθ

[0121] - Y_t = Y_a + x_t * sinθ + y_t * cosθ

[0122] The TM coordinates (X_t, Y_t) of the UWB tag (10) can be converted back into latitude and longitude.

[0123] Meanwhile, the roll and pitch of the UWB anchor (20) are fixed to '0' during installation, but slight errors may occur during installation. In this case, the roll and pitch are measured using the sensor of the UWB anchor (20), and a rotation matrix is ​​generated using the azimuth, roll, and pitch of the UWB anchor (20), and then the TM coordinates (X_a, Y_a) of the UWB anchor (20) can be calculated.

[0124]

[0125] Figure 13 illustrates a process for fusion of PDR measurement information and UWB measurement information using a particle filter according to the present invention. The fusion of the information is performed by the server (30), but may also be performed by the UWB anchor (20). For simplicity of explanation, the fusion will be described below as being performed by the server (30).

[0126] A particle represents a state within the state space of a pedestrian or UWB tag (10), or more simply, represents information about the position, direction of movement, weight, and step length of the UWB tag (10) or pedestrian.

[0127] The server (30) can update PDR measurement information (S1310). The PDR measurement information is updated for a preset number of particles (e.g., 1,000). This number of particles is merely exemplary and does not limit the scope of the present invention. The PDR-based measurement information is updated as follows.

[0128] - P.heading += heading change amount

[0129] - Px += cos (P.heading) * P.step Length * step counter increases

[0130] - Py += sin (P.heading) * P.step Length * step counter increases

[0131] P.heading represents the direction of movement of a specific particle (i.e., a pedestrian). “Heading change amount” means the change amount of the direction of movement of each particle. Px is the x-axis coordinate or position of the UWB tag (10) or the pedestrian, and Py corresponds to the y-axis coordinate or position of the PDR-based UWB tag (10) or the pedestrian. The position of each particle is updated through the accumulated change amount of the particle’s direction of movement and the accumulated step counter (step count) information.

[0132] Step Length can be set to an initial value (e.g., 1 m) and then updated during the UWB-based measurement information update process (S1320). That is, step Length converges to an appropriate value depending on the movement distance measured based on UWB.

[0133] The server (30) can update UWB measurement information (S1320). The server (30) can update the positions of a preset number of particles based on UWB measurements. More specifically, the server (30) can update the status of the particles based on Angle 1 (θ) and Angle 2 (Φ) obtained through 3D AoA measurements.

[0134] The server (30) can set a higher weight for each particle as the position of the particle updated in S1310 and the position of the particle updated in S1320 are closer.

[0135] The server (30) selects particles having a weight higher than a preset value, and then selects a preset number of particles (e.g., 1000) again to repeat the S1310 and S1320 procedures (S1330).

[0136] Accordingly, the server (30) can obtain a preset number of particles having a weight higher than a preset value, and can generate one particle having an average value of the preset number of particles (S1340). The position, moving direction, and moving speed of one particle generated in this way can be used as information on the final UWB tag (10) or pedestrian. That is, the average value of the position, moving direction, and moving speed of the preset number of particles can be used as information on the final UWB tag (10) or pedestrian. At this time, the position of the particle or UWB tag (1) / pedestrian can be expressed in TM coordinate system coordinates or GPS coordinate system coordinates.

[0137] At this time, the movement speed can be determined by step rate (stepRate) * step Length. Here, the step rate is obtained through the process described with reference to Fig. 11.

[0138]

[0139] [Processing of pedestrian and vehicle information]

[0140] Next, we will explain the processing of pedestrian and vehicle information (e.g., location, direction of movement, and speed). Regarding information processing, we will explain the forward collision case and the cross-collision case separately. As described above, since the estimated location of the UWB tag (10) or the pedestrian has been acquired, the UWB tag (10) will be referred to as the pedestrian (10) in FIGS. 13 and 14 . Furthermore, we assume that the location, direction of movement, and speed of the vehicle (50) have been received from the RSU (40).

[0141] Figure 14 shows a frontal collision, and Figure 15 shows a crossover collision.

[0142] In Figures 14 and 15, North represents the true north direction, Northing represents the distance between a vehicle (50) and a pedestrian (10) on the true north direction axis, and Easting represents the distance between a vehicle (50) and a pedestrian (10) on an axis perpendicular to the true north direction axis.

[0143] Let us first explain the front collision in Fig. 14.

[0144] The distance between a pedestrian (10) and a vehicle (50), LOS distance, is determined as follows.

[0145] Easting = (Pedestrian.Longitude - Vehicle.Longitude) * earth longitude scaling factor

[0146] Northing= (Pedestrian.Latitude - Vehicle.Latitude) * earth latitude scaling factor

[0147] LOS Distance = hypotenuse function (Northing, Easting)

[0148] Pedestrian.Longitude corresponds to the longitude of the pedestrian (10), Pedestrian.Latitude corresponds to the latitude of the pedestrian (10), Vehicle.Longitude corresponds to the longitude of the vehicle (50), and Vehicle.Latitude corresponds to the latitude of the vehicle (50). The longitude and latitude of the pedestrian (10) may correspond to the final location of the UWB tag (10) or the pedestrian obtained in the procedure of FIG. 12, or may be the final location of the UWB tag (10) or the pedestrian obtained in the procedure of FIG. 12 converted back into a GPS coordinate system.

[0149] Earth longitude scaling factor and Earth latitude scaling factor are longitude and latitude correction constants, respectively.

[0150] The hypotenuse function is a function that calculates the length of the hypotenuse of a right triangle composed of sides with lengths of “Northing” and “Easting” that are perpendicular to each other.

[0151] The direction and bearing (i.e., angle) of the pedestrian (10) as viewed from the vehicle (50) are determined as follows.

[0152] Bearing = atan2f(Easting, Northing)

[0153] Here, atan2f is the inverse tangent function.

[0154] And, the direction of the pedestrian (10) based on the direction of movement of the vehicle (50), the relative bearing is determined as follows.

[0155] Relative Bearing = Bearing - Vehicle Heading

[0156] The longitudinal distance from the vehicle (50) to the pedestrian (10) is determined as follows.

[0157] Longitudinal distance = LOS distance * Cos (Relative Bearing)

[0158] The lateral distance from the vehicle (50) to the pedestrian (10) is determined as follows.

[0159] Lateral distance = LOS distance * Sin (Relative Bearing)

[0160] The speed and acceleration of the pedestrian (10), the speed and acceleration of the vehicle (50), and the relative speed and acceleration of the pedestrian (10) and the vehicle (50) are determined as follows. VxVehicle and VyVehicle are the longitudinal movement speed and the lateral movement speed of the vehicle (50), respectively, and VxPedestrian and VyPedestrian are the longitudinal speed and the lateral speed of the pedestrian (10), respectively.

[0161] [Vehicle's lateral and longitudinal speed]

[0162] VxVehicle = Vehicle.SinHeading * Vehicle.Speed

[0163] VyVehicle = Vehicle.CosHeading * Vehicle.Speed

[0164] Here, VxVehicle and VyVehicle are the lateral velocity and longitudinal velocity of the vehicle (50), respectively. Vehicle.SinHeading and Vehicle.CosHeading correspond to the lateral factor and longitudinal factor, respectively, when the moving direction of the vehicle (50) is decomposed into the longitudinal / lateral directions. Vehicle.Speed ​​refers to the moving speed of the vehicle (50).

[0165] [Pedestrian's lateral and longitudinal movement speed]

[0166] VxPedestrian = Pedestrian.SinHeading * Pedestrian.Speed

[0167] VyPedestrian = Pedestrian.CosHeading * Pedestrian.Speed

[0168] Here, VxPedestrian and VyPedestrian are the lateral velocity and longitudinal velocity of the pedestrian (10), respectively. Pedestrian.SinHeading and Pedestrian.CosHeading correspond to the lateral factor and longitudinal factor, respectively, when the moving direction of the pedestrian (10) is decomposed into the longitudinal / lateral directions. Pedestrian.Speed ​​refers to the moving speed of the pedestrian (10).

[0169] [Relative speed of vehicles and pedestrians]

[0170] Vx = VxVehicle - VxPedestrian

[0171] Vy = VyVehicle - VyPedestrian

[0172] RelativeSpeed ​​= ((Easting * Vx) + (Northing * Vy)) / (LOS distance)

[0173] Relative Longitudinal Speed ​​= RelativeSpeed ​​* Cos (Relative Bearing)

[0174] Here, RelativeSpeed ​​represents the relative movement speed between the vehicle (50) and the pedestrian (10), and Relative Longitudinal Speed ​​represents the longitudinal relative movement speed between the vehicle (50) and the pedestrian (10).

[0175] [Vehicle lateral and longitudinal acceleration]

[0176] AxVehicle = Vehicle.SinHeading * Vehicle.Acceleration

[0177] AyVehicle = Vehicle.CosHeading * Vehicle.Acceleration

[0178] Here, AxVehicle and AyVehicle are the lateral acceleration and longitudinal acceleration of the vehicle (50), respectively. Vehicle.Acceleration is the acceleration of the vehicle (50), and is a value obtained from the vehicle's moving speed (Vehicle.Speed) (using the time change in moving speed).

[0179] [Pedestrian's lateral and longitudinal acceleration]

[0180] AxPedestrian = Pedestrian.SinHeading * Pedestrian.Acceleration

[0181] AyPedestrian = Pedestrian.CosHeading * Pedestrian.Acceleration

[0182] Here, AxPedestrian and AyPedestrian are the lateral acceleration and longitudinal acceleration of the pedestrian (10), respectively. Pedestrian.Acceleration is the acceleration of the pedestrian (10), and is a value obtained from the pedestrian's moving speed (Pedestrian.Speed) (using the time change in moving speed).

[0183] [Relative acceleration of vehicles and pedestrians]

[0184] Ax = AxVehicle - AxPedestrian

[0185] Ay = AyVehicle - AyPedestrian

[0186] Vx 2 = Vx * Vx

[0187] Vy 2 = Vy * Vy

[0188] V 2 = RelativeSpeed ​​× RelativeSpeed

[0189] RelativeAcceleration = ((Vx 2 + Easting )* Ax)+(Vy 2+ Northing )* Ay)-V 2 ) / (LOS Distance)

[0190] Relative Longitudinal Acceleration = RelativeAcceleration * Cos (Relative Bearing)

[0191] In the case of a frontal collision, the time to collision (TTC) between the vehicle (50) and the pedestrian (10) can be calculated.

[0192] i) If the acceleration is 0,

[0193] TTC=Longitudinal distance / Relative Longitudinal Speed,

[0194] ii) If the acceleration is not zero,

[0195] TTC=(B+ ) / A

[0196] Here, A is Relative Longitudinal Acceleration, B is Relative Longitudinal Speed, C is Longitudinal distance, and D is B 2 -(2*A*C). At this time, the acceleration is assumed to be constant acceleration, and the average speed = B+1 / 2*A*T. T refers to TTC.

[0197] Let us explain the cross collision in Fig. 15.

[0198] LOS distance, Bearing, and Relative Bearing are the same as those for a frontal collision, so their explanation will be omitted.

[0199] - Cross Production between vehicles and pedestrians

[0200] V × P = Cross Production (Vehicle.SinHeading, Vehicle.CosHeading, Pedestrian.SinHeading, P.CosHeading)

[0201] Cross Production (A, B, C, D) = A * D - B * C

[0202] - Distance from vehicle to intersection

[0203] DTI_V = Cross Production (Easting, Northing, Pederstrian.SinHeading, Pederstrian.CosHeading) / V × P

[0204] - Distance from pedestrian to intersection

[0205] DTI_P = Cross Production (Easting, Northing, Vehicle.SinHeading, Vehicle.CosHeading) / V × P

[0206] In the case of an intersection collision, the time to intersection (TTI) of each vehicle (50) and pedestrian (10) can be calculated. TTI_V refers to the TTI of the vehicle (50), and TTI_P refers to the TTI of the pedestrian (10).

[0207] - If the acceleration is 0,

[0208] TTI_V= DTI_V / Vehicle.Speed ​​or TTI_P= DTI_P / Pederstrian.Speed

[0209] - If the acceleration is not 0,

[0210] D_V= (Vehicle.Speed ​​* Vehicle.Speed) + (2 * Vehicle.Acceleration * DTI_V)

[0211] D_P= (Pederstrian.Speed ​​* Pederstrian.Speed) + (2 * Pederstrian.Acceleration * DTI_P)

[0212]

[0213] TTI_V=(Vehicle.Speed+ ) / Vehicle.Acceleration

[0214] TTI_P=(Pederstrian.Speed+ ) / Pederstrian.Acceleration

[0215]

[0216] Figure 16 illustrates the possibility of collision according to the relative positions (bearing) and movement directions of a vehicle and a pedestrian according to the present invention.

[0217] Since the pedestrian (11, 13) does not form an intersection with the vehicle (50), there is no possibility of collision or danger.

[0218] Pedestrians (15, 16) are not at risk of collision or danger depending on their relative position with respect to the vehicle (50).

[0219] Pedestrians (12) are at risk of collision or are at risk of danger depending on their relative position with respect to the vehicle (50). Pedestrians (14, 17) are at risk of collision or are at risk because they are expected to form an intersection depending on their relative position with respect to the vehicle (50) and their direction of movement.

[0220]

[0221] Figure 17 illustrates the possibility of collision according to the lateral distance conditions between a vehicle and a pedestrian according to the present invention.

[0222] As shown in Fig. 17, the possibility of a forward collision or cross-traffic collision can be determined based on the relative position and lateral distance. Even if the relative position, i.e., the Relative Bearing between the vehicle (50) and the pedestrian (10), is within a certain range, if the lateral distance between the vehicle (50) and the pedestrian (10) is greater than a predetermined distance (for example, if it is confirmed that the vehicle (50) and the pedestrian (10) are in different lanes), the possibility of a forward collision may not be reviewed. In addition, if the Relative Bearing between the vehicle (50) and the pedestrian (10) is not within a certain range, the possibility of a forward collision may not be reviewed.

[0223]

[0224] Figure 18 illustrates the relative directions of a vehicle and a pedestrian according to the present invention.

[0225] The relative direction must be sufficiently large to create the possibility of a cross-collision. Accordingly, the possibility of a cross-collision can be considered when the relative direction exceeds a threshold value. The relative direction of a vehicle and a pedestrian can be determined based on their respective directions of movement.

[0226]

[0227] Figure 19 is a flowchart of a method for pedestrian-vehicle collision warning according to the present invention. The collision warning according to Figure 19 involves procedures such as the previously described PDR measurement information, UWB measurement information, fusion of PDR measurement information and UWB measurement information, and processing of each piece of information. In the following description, to avoid redundancy, the previously described contents will not be described in detail, and reference will be made to the contents therein.

[0228] The method according to FIG. 19 may be performed by a system (1) for traffic safety or traffic accident prevention using soft V2X according to the present invention, or may be performed by a server (30). Hereinafter, the flowchart according to FIG. 18 will be described as being performed by a server (30).

[0229] The server (30) can obtain the location of a pedestrian (S1901). Furthermore, the server (30) can obtain the location of a vehicle. Furthermore, the server (30) can obtain not only the locations of pedestrians and vehicles, but also information such as their movement direction, movement speed, and acceleration.

[0230] Then, the server (30) can check the relative positions of the pedestrian and the vehicle (S1902). If the pedestrian is behind the vehicle, the server (30) determines that there is no risk of collision (S1909), and this procedure can be terminated.

[0231] If the server (30) determines that a pedestrian is in front of the vehicle, it can proceed with the procedure described below.

[0232] The server (30) can obtain the relative bearing value between the vehicle and the pedestrian. Here, the relative bearing value corresponds to the angle between the vehicle's moving direction and the direction in which the vehicle views the pedestrian. For details, refer to Fig. 13 and its description.

[0233] The server (30) can compare the acquired relative bearing value with a preset threshold value (Th_B) (S1903).

[0234] If the acquired relative bearing value is below a preset threshold (Th_B), it can be determined that there is a possibility of a frontal collision between the vehicle and the pedestrian. Accordingly, the server (30) can calculate the relative lane between the vehicle and the pedestrian (S1904). Based on the relative lane calculation, the server (30) can determine whether the vehicle and pedestrian are in the same lane (S1905). The lateral distance (or horizontal distance) between the vehicle and the pedestrian is used to calculate the relative lane.

[0235] The server (30) determines that there is a possibility of a forward collision between the vehicle and the pedestrian as the vehicle and pedestrian are determined to be in the same lane, and accordingly calculates the TTC between the vehicle and the pedestrian (S1906). In addition, the server (30) can compare the calculated TTC with a preset threshold (Th_TTC) (S1907).

[0236] If the calculated TTC is greater than the preset threshold (Th_TTC), the server (30) determines that there is no risk of collision (S1909), and this procedure can be terminated.

[0237] If the calculated TTC is less than or equal to a preset threshold (Th_TTC), the server (30) determines that there is a risk of collision, and accordingly, a forward collision warning can be transmitted to at least one of the UWB anchor (20), the vehicle, or an in-vehicle user terminal (61) (S1908). In addition, the server (30) can also transmit a forward collision warning to traffic infrastructure such as a VMS (variable message sign; road display board).

[0238] If the acquired relative bearing value is greater than a preset threshold (Th_B) or if it is determined that the vehicle and pedestrian are in different lanes, the server (30) can acquire a value of the relative direction between the vehicle and the pedestrian (S1910). This is to determine whether there is a possibility of a cross-collision when it is determined that there is no possibility of a forward collision between the vehicle and the pedestrian.

[0239] If the acquired relative direction value is greater than a preset threshold (Th_Dir), the server (30) can calculate the crossing distance (DTI) and crossing time (TTI) of each vehicle and pedestrian (S1911).

[0240] The server (3) is shown to first determine the TTI (TTI_V) of the vehicle, but it can also first determine the TTI (TTI_P) of the pedestrian.

[0241] The server (30) can determine whether the TTI (TTI_V) of the vehicle is greater than 0 and less than or equal to a preset threshold (Th_TTI1) (S1912).

[0242] If the TTI (TTI_V) of the vehicle is greater than 0 and less than or equal to a preset threshold (Th_TTI1), the server (30) can determine whether the TTI (TTI_P) of the pedestrian is greater than 0 and the difference between the TTI of the vehicle and the TTI of the pedestrian is less than or equal to a preset threshold (Th_TTI2) (S1913).

[0243] If the TTI of the pedestrian (TTI_P) is greater than 0 and the difference between the TTI of the vehicle and the TTI of the pedestrian is less than or equal to a preset threshold (Th_TTI2), the server (30) determines that there is a risk of a cross-collision between the vehicle and the pedestrian, and accordingly, a cross-collision warning may be transmitted to at least one of the UWB anchor (20), the vehicle, or the user terminal (61) in the vehicle (S1914). This is because when the difference between the TTI of the vehicle and the TTI of the pedestrian is relatively small (i.e., almost the same), the possibility of a cross-collision at the intersection increases. In addition, the server (30) may also transmit a cross-collision warning to traffic infrastructure such as a VMS (variable message sign; road electronic display board).

[0244] If the acquired relative direction value is less than or equal to a preset threshold (Th_Dir), the server (30) can determine that there is no risk of cross-collision (S1915). In addition, if the conditions in S1912 and S1913 are not satisfied (e.g., if the TTI of the vehicle is less than 0 or exceeds a preset threshold (Th_TTI1)), the server (30) can determine that there is no risk of cross-collision (S1915).

[0245] Meanwhile, the server (30) may periodically transmit a forward collision warning or a cross collision warning to at least one of the UWB anchor (20), the vehicle, or the in-vehicle user terminal (61).

[0246] In addition, the UWB anchor (20) can transmit a broadcast message by including the identifier (ID) of the UWB tag related to the forward collision warning or cross-traffic collision warning in the forward collision warning or cross-traffic collision warning. At this time, the broadcast message can be transmitted according to the BLE method. Accordingly, the UWB tag (10) can receive the forward collision warning or cross-traffic collision warning and check whether its identifier is included therein. When the UWB tag (10) receives the forward collision warning or cross-traffic collision warning including its identifier, it can output a warning sound or vibration, etc., to provide a warning to the pedestrian.

[0247] In this way, the present invention utilizes UWB tags and UWB anchors to accurately detect pedestrian information, such as a pedestrian's location, direction of movement, or speed, thereby providing warning notifications to pedestrians at risk of collision. In particular, UWB tags are physically independent devices that, when attached to a pedestrian's bag or outerwear, enable the pedestrian to quickly and easily recognize the possibility of a collision risk upon receiving a warning notification.

[0248]

[0249] Again, referring to FIG. 7, a system for pedestrian-vehicle collision warning according to the present invention will be briefly described. The system may be comprised of at least a UWB tag (10), a UWB anchor (20), and a server (30).

[0250] The UWB tag (10) may be configured to transmit a signal for detecting the position of the pedestrian and movement information related to the movement of the pedestrian. Here, the movement information may include at least one of the movement direction, step counter, or step rate of the pedestrian, which is obtained based on the sensor value of the UWB tag (10).

[0251] The UWB tag (10) can be configured to perform an anchor discovery procedure and transmit a signal for detecting the location of the pedestrian to a UWB anchor (20) identified through the anchor discovery.

[0252] The UWB tag (10) can be configured to transmit a signal for detecting the location of the pedestrian to the UWB anchor (20) upon receiving a discovery signal from the UWB anchor.

[0253] The UWB tag (10) can be configured to receive a collision warning from a UWB anchor (20) and output a warning notification in response to the received collision warning.

[0254] The UWB anchor (20) may be configured to obtain the location information of the pedestrian based on the signal received from the UWB tag (10) and transmit the obtained location information of the pedestrian and the movement information to the server. Here, the location information of the pedestrian may include a 3D AOA (three dimension angle of arrival) measured based on the signal received from the UWB tag (10) and a distance from the UWB tag (10).

[0255] The UWB anchor (20) receives a collision warning between a pedestrian and a vehicle from a server (30) and transmits the collision warning to the UWB tag (10) via a broadcast message, wherein the broadcast message may include an identifier of the UWB tag (10).

[0256] The server (30) may be configured to obtain first walking information including at least one of the pedestrian's location, moving speed, or moving direction based on the pedestrian's location information and the movement information, and determine a collision risk between the pedestrian and a surrounding vehicle based on the first walking information and the first driving information. At this time, the first driving information may include at least one of the location, moving speed, or moving direction of the surrounding vehicle.

[0257] The server (30) acquires the first walking information including at least one of the pedestrian's location, movement speed, and movement direction by fusing the pedestrian's location information and movement information.

[0258] The server (30) may be configured to calculate first location information of the pedestrian based on the pedestrian's location information, calculate second location information of the pedestrian based on movement information, and calculate third location information by fusing the first location information and the second location information. The pedestrian's location information may include a value obtained based on a UWB signal transmitted by a UWB tag.

[0259] The server (30) may be configured to transmit a collision warning to the UWB anchor (20) when it is determined that there is a risk of collision between a pedestrian and a surrounding vehicle.

[0260] The server (30) may be configured to transmit a collision warning to an app for surrounding vehicles when it determines that there is a risk of collision between a pedestrian and a surrounding vehicle. In this case, the collision warning or the message conveying the collision warning may include identification information for the surrounding vehicle.

[0261]

[0262] In addition, as another aspect of the present invention, the operation of the proposal or invention described above may be implemented, performed or executed by a “computer” (a comprehensive concept including a system on chip (SoC) or a (micro) processor, etc.), or may be provided as a code or a computer-readable storage medium storing or including the code or a computer program product, and the scope of the present invention may be extended to the code or the computer-readable storage medium storing or including the code or the computer program product.

[0263]

[0264] The detailed description of the preferred embodiments of the present invention disclosed above has been provided to enable those skilled in the art to implement and practice the present invention. While the above description has been made with reference to preferred embodiments of the present invention, those skilled in the art will appreciate that various modifications and variations of the present invention, as defined by the following claims, are possible. Accordingly, the present invention is not intended to be limited to the embodiments disclosed herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. As a system for warning of collisions between pedestrians and vehicles, A UWB tag configured to transmit a signal for detecting the position of the pedestrian and movement information related to the movement of the pedestrian; A UWB anchor configured to obtain location information of the pedestrian based on a signal received from the UWB tag and transmit the obtained location information of the pedestrian and the movement information to a server; Obtain first walking information including at least one of the pedestrian's location, movement speed, or movement direction based on the pedestrian's location information and the movement information, A server configured to determine the risk of collision between the pedestrian and a surrounding vehicle based on the first walking information and the first driving information, A system wherein the first driving information includes at least one of the position, moving speed, or moving direction of the surrounding vehicle.

2. A system according to claim 1, wherein the UWB tag is configured to perform an anchor discovery procedure and transmit a signal for detecting the location of the pedestrian to the UWB anchor identified through the anchor discovery.

3. A system according to claim 1, wherein the UWB tag is configured to transmit a signal for detecting the location of the pedestrian to the UWB anchor when a discovery signal is received from the UWB anchor.

4. A system according to claim 1, wherein the movement information includes at least one of the movement direction, step counter, or step rate of the pedestrian, obtained based on the sensor value of the UWB tag.

5. In the first paragraph, the UWB tag is configured to receive a collision warning from the UWB anchor and output a warning notification in response to the received collision warning.

6. A system according to claim 1, wherein the location information of the pedestrian includes a 3D AOA (three dimension angle of arrival) measured based on a signal received from the UWB tag and a distance from the UWB tag.

7. In the first paragraph, the UWB anchor is configured to transmit a broadcast message for an anchor discovery procedure, 8. In the first paragraph, the UWB anchor receives a collision warning between the pedestrian and the vehicle from the server, and transmits the collision warning to the UWB tag through a broadcast message, The system wherein the broadcast message includes an identifier of the UWB tag.

9. In the first paragraph, the system, wherein the server obtains the first walking information including at least one of the pedestrian's location, movement speed, and movement direction by fusing the pedestrian's location information and the movement information.

10. In paragraph 1, the server calculates first location information of the pedestrian based on the location information of the pedestrian, calculates second location information of the pedestrian based on the movement information, and calculates third location information by fusing the first location information and the second location information. The above pedestrian location information includes a value obtained based on the UWB signal transmitted by the UWB tag, 11. In the first paragraph, the server is configured to transmit a collision warning to the UWB anchor when it is determined that there is a risk of collision between the pedestrian and a surrounding vehicle, The system wherein the collision warning includes an identifier of the UWB tag.

12. A system according to claim 1, wherein the server is configured to transmit a collision warning to an app for the surrounding vehicle when it is determined that there is a risk of collision between the pedestrian and the surrounding vehicle.

13. A method for warning of collision between a pedestrian and a vehicle, wherein the method is performed by a server. A step of receiving location information of the pedestrian and movement information related to the movement of the pedestrian from a UWB anchor; A step of obtaining first walking information including at least one of the pedestrian's location, movement speed, or movement direction based on the pedestrian's location information and the movement information; and A step of determining a risk of collision between the pedestrian and a surrounding vehicle based on the first walking information and the first driving information is included. A method wherein the first driving information includes at least one of the position, moving speed, or moving direction of the surrounding vehicle.

14. In the 13th paragraph, the step of obtaining the first walking information is: A method comprising a step of obtaining the first walking information by fusing the pedestrian's location information and the movement information.

15. In the 13th paragraph, the step of obtaining the first walking information is: The server calculates first location information of the pedestrian based on the location information of the pedestrian, and calculates second location information of the pedestrian based on the movement information; and A method comprising a step of generating third location information by fusing the first location information and the second location information.

16. In the 13th paragraph, a step of transmitting a collision warning to the UWB anchor when it is determined that there is a risk of collision between the pedestrian and the surrounding vehicle, A method wherein the collision warning includes an identifier of the UWB tag.

17. A method comprising the step of transmitting a collision warning to an app for the surrounding vehicle when it is determined that there is a risk of collision between the pedestrian and the surrounding vehicle in the 13th paragraph.

18. A method for collision warning between a pedestrian and a vehicle, wherein the method is performed by a UWB anchor, A step of receiving movement information related to the movement of the pedestrian from a UWB tag; A step of obtaining location information of the pedestrian based on a signal received from the UWB tag; and A method comprising the step of transmitting the acquired pedestrian location information and movement information to a server.

19. A method according to claim 18, wherein the location information of the pedestrian includes a 3D AOA (three dimension angle of arrival) measured based on a signal received from the UWB tag and a distance from the UWB tag.

20. In the 18th paragraph, the UWB anchor receives a collision warning between the pedestrian and the vehicle from the server; and comprising a step of transmitting the collision warning via a broadcast message to the UWB tag; A method wherein the broadcast message includes an identifier of the UWB tag.

21. A method for warning of collision between a pedestrian and a vehicle, wherein the method is performed by a UWB tag, A step of transmitting a signal for detecting the position of the pedestrian; A step of obtaining movement information including at least one of the pedestrian's movement direction, step counter, or step rate based on the obtained sensor value; and A method comprising the step of transmitting the above movement information to a UWB anchor.

22. In paragraph 21, Steps for performing UWB anchor and anchor discovery procedures; and A method comprising the step of transmitting a signal for detecting the position of the pedestrian to the UWB anchor identified through the anchor discovery.

23. A method according to claim 21, comprising the steps of receiving a collision warning from the UWB anchor and outputting a warning notification in response to the received collision warning.

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