Vehicle infrastructure convergence system based on driving business operator and business model provision method thereof

Abstract

Provided is a vehicle infrastructure convergence system based on a driving business operator. The system comprises: a driving business operator device that is permitted a predetermined business right from the government and provides a driving service infrastructure-based driving-related service corresponding to the business right; an application service business operator device that provides an application-based driving application service using the driving-related service by paying a usage fee to the driving business operator device; and a vehicle user device that, as the driving application service is provided through the application, is provided with the driving-related service including a driving information service, a driving guide service, and a driving control service from the driving business operator device.

Description

Vehicle infrastructure convergence system based on driving operators and method for providing a business model thereof

[0001] The present invention relates to a vehicle infrastructure fusion system based on a driving operator and a method for providing a business model thereof.

[0002] Autonomous vehicles (AVs) are a revolutionary technology that enhances driving convenience and safety, and interest in them continues to grow. As in-car time increases and in-car activities, such as remote meetings and shopping while driving, diversify, demand for autonomous vehicles that eliminate the burden of driving is also growing. As such, autonomous vehicles are expected to play an even more important role in drivers' daily lives in the future as advanced autonomous driving technology becomes more widespread.

[0003] However, currently, autonomous vehicles on the market are limited to Level 3, meaning drivers cannot take their hands off the wheel. Even at Level 3, commercialization of autonomous vehicles is challenging, leading to a growing number of companies abandoning their projects. Furthermore, current levels of autonomous driving present legal liability issues. This means drivers must immediately monitor and intervene when necessary, and the complex question of who should be held accountable in the event of an accident arises. Therefore, discussions on various fronts, including laws, regulations, and infrastructure improvements, are necessary to ensure the advancement of autonomous driving technology and its safer and more efficient operation.

[0004] An embodiment of the present invention provides a vehicle infrastructure convergence system and a business model providing method thereof, in which a private for-profit business entity that provides driving-related services by converging automobiles, road infrastructure, communications, etc. based on a business license granted by the government provides driving-related services to application service providers and vehicle users.

[0005] However, the technical task that this embodiment seeks to achieve is not limited to the technical task described above, and other technical tasks may exist.

[0006] As a technical means for achieving the above-described technical task, a vehicle infrastructure convergence system based on a driving business operator according to a first aspect of the present invention includes a driving business operator device that has been granted a certain business right from the government and provides a driving-related service based on a driving service infrastructure corresponding to the business right, an application service business device that provides a driving application service based on an application using the driving-related service by paying a usage fee to the driving business operator device, and a vehicle user device that receives the driving-related service including a driving information service, a driving guide service, and a driving control service from the driving business operator device as the driving application service is provided through the application.

[0007] In some embodiments of the present invention, the vehicle user device requests the driving application service to the application service provider device through the application, and upon receiving the request, the application service provider device requests the driving provider device to provide a driving-related service corresponding to the driving application service to the vehicle user device, and the driving provider device can provide the driving-related service to the vehicle user device.

[0008] In some embodiments of the present invention, the driving business device may provide the driving-related service in which accident risk and compensation liability information are respectively set according to the degree of intervention in the vehicle corresponding to the vehicle user device.

[0009] In some embodiments of the present invention, when providing the driving-related service to the vehicle user device, the driving business device may configure the driving road sensed through the infrastructure into a plurality of grid cells, generate reservation information for grid cells for a vehicle corresponding to the vehicle user device, and then provide the driving control service based on the reservation information.

[0010] In some embodiments of the present invention, the driving business device can secure a vehicle-only communication network that satisfies a predetermined coverage, delay time, and data transmission speed on the road, and provide the driving-related service to the vehicle user device through the vehicle-only communication network.

[0011] In some embodiments of the present invention, the driving business device obtains access to licensed road traffic infrastructure information and public data upon being granted the business license, and can obtain the road traffic infrastructure information and public data after paying a fee.

[0012] In some embodiments of the present invention, the driving business operator device can provide a driving information service corresponding to the business right through a standardized interface established with the vehicle user device and the application service business operator device.

[0013] In some embodiments of the present invention, the driving business device provides driving trajectory information corresponding to the driving control service to the vehicle user device through the standardized interface, and the degree of accident risk and compensation responsibility of the driving business device can be set according to the degree of intervention by the vehicle user device.

[0014] In some embodiments of the present invention, the driving business device may be granted all of the prescribed business rights to provide the driving-related services, or may provide different driving-related services among multiple driving business device granted at least one business right through each platform or each driving service infrastructure.

[0015] Some embodiments of the present invention may further include a general user device that receives the application, receives the driving-related service through the application service provider device or through the driving provider device, and performs access or control to a vehicle or the vehicle user device based on the driving-related service.

[0016] In addition, a vehicle infrastructure convergence system based on a driving business operator according to a second aspect of the present invention includes a driving business operator device that receives a business license from the government, provides a driving-related service based on a driving service infrastructure corresponding to the business license, provides a driving application service based on an application using the driving-related service, and, as the driving application service is provided through the application, receives a driving-related service including a driving information service, a driving guide service, and a driving control service from the driving business operator device.

[0017] In addition, a method for providing a vehicle infrastructure convergence business model based on a driving business operator according to a third aspect of the present invention includes a step in which a driving business operator device that has been granted a certain business right from the government generates a driving-related service based on a driving service infrastructure corresponding to the business right; a step in which an application service business operator device provides a driving application service based on an application using the driving-related service by paying a usage fee to the driving business operator device; and a step in which a vehicle user device receives the driving-related service including a driving information service, a driving guide service, and a driving control service from the driving business operator device as the driving application service is provided through the application.

[0018] In addition, other methods for implementing the present invention, other systems, and computer-readable recording media recording a computer program for executing the above methods may be further provided.

[0019] According to one embodiment of the present invention described above, by introducing a new driving service provider, essential infrastructure for driving-related services can be established and maintained on an ongoing basis. This ensures the safe and rapid operation of autonomous vehicles, and through collaboration with road management authorities and industry authorities, the road environment and service quality can be continuously improved.

[0020] Furthermore, by actively utilizing public and private data, we can analyze the driving environment and improve service quality. Furthermore, by accessing vehicle information through collaboration with the automotive industry and developing in-vehicle devices, we can expect to see the widespread adoption and improved performance of autonomous driving systems.

[0021] Additionally, it enables driving service providers to build and manage a platform for safe and efficient service operation, thereby supporting application service providers to smoothly provide autonomous driving services, and ultimately providing safe and convenient driving-related services to vehicle users.

[0022] In addition, the construction of infrastructure and operation of service platforms by driving operators can enhance the operational safety of autonomous vehicles. Furthermore, real-time data analysis and efficient operation of service platforms can enable accident prevention and emergency reimbursement responses for autonomous vehicles. Furthermore, by clearly assigning compensation responsibilities based on potential accident risks, legal disputes can be minimized.

[0023] The effects of 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 from the description below.

[0024] FIG. 1 is a drawing for explaining a vehicle fusion system based on a driving operator according to one embodiment of the present invention.

[0025] FIG. 2 is a drawing for explaining the function of a driving operator device in one embodiment of the present invention.

[0026] FIG. 3 is a drawing for explaining an example of a driving control service in one embodiment of the present invention.

[0027] FIG. 4 is a drawing for explaining a driving operator-based vehicle fusion system according to another embodiment of the present invention.

[0028] FIG. 5 is a diagram for explaining the public data access rights of a driving operator in one embodiment of the present invention.

[0029] Figure 6 is a block diagram of a driving operator device according to one embodiment of the present invention.

[0030] Figure 7 is a flowchart of a method for providing a vehicle infrastructure convergence business model based on a driving operator according to one embodiment of the present invention.

[0031] The advantages and features of the present invention, and the methods for achieving them, will become clearer with reference to the embodiments described in detail below together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. These embodiments are provided solely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the present invention, and the present invention is defined solely by the scope of the claims.

[0032] The terminology used herein is for the purpose of describing embodiments only and is not intended to limit the present invention. In this specification, the singular also includes the plural unless specifically stated otherwise. As used herein, the terms "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components in addition to the mentioned components. Like reference numerals refer to like components throughout the specification, and "and / or" includes each and any combination of one or more of the mentioned components. Although "first", "second", etc. are used to describe various components, these components are not limited by these terms. These terms are only used to distinguish one component from another. Therefore, it should be understood that a first component mentioned below may also be a second component within the technical spirit of the present invention.

[0033] Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used in their common sense to those skilled in the art to which the present invention pertains. Furthermore, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0034] FIG. 1 is a diagram illustrating a vehicle fusion system (1) based on a driving operator according to one embodiment of the present invention. FIG. 2 is a diagram illustrating the function of a driving operator device (100) according to one embodiment of the present invention.

[0035] A vehicle convergence system (1) based on a driving operator according to one embodiment of the present invention includes a driving operator device (100), an application service operator device (200), and a vehicle user device (300). In the description of the present invention, for the sake of convenience, the term "device" may be omitted and the terms driving operator, application service operator, and vehicle user may be referred to. However, even in this case, it can be understood that data transmission and reception between them is performed via the devices.

[0036] In the present invention, the driving service provider is a private, for-profit business entity that provides driving-related services based on automobiles, road infrastructure, and communications to application providers and vehicle users based on a designated business license granted by the government. Because driving occurs on public roads, autonomous driving infrastructure has been primarily considered a public service. However, just as allowing private operators to use the public good of mobile communications, frequency, has led to rapid advancements in mobile communication technology, business, and services, one embodiment of the present invention features the introduction of a driving service provider by allowing private operators to install and operate driving infrastructure, thereby laying the foundation for rapid advancements in autonomous driving technology, business, and services. While vehicle driving is generally understood as occurring on public roads, vehicles can also operate in private (or privately owned) spaces such as department stores, apartments, and parking lots. Therefore, the driving-related services provided by the driving service provider in the present invention are also provided on private properties. In the present invention, the driving service provider may be referred to as a DSP (Driving Services Provider), meaning a business entity that provides all services related to automobile driving.

[0037] In one embodiment, a driving business operator device (100) receives a certain business license from the government, pays a certain fee to the government in exchange for receiving the business license, and then provides a driving-related service corresponding to the business license based on the driving service infrastructure (400) that has already been constructed. At this time, the driving business operator device (100) may provide the driving-related service through the driving service infrastructure (400) or its own server, or may provide the driving-related service based on the previously constructed platform. More specifically, the driving business operator device (100) may provide the driving-related service based on the driving service infrastructure (400) corresponding to the business license to the vehicle user device (300). Alternatively, the driving-related service may be provided to the vehicle user device (300) through a platform based on the driving service infrastructure (400) or to the application service user device (200).

[0038] At this time, the request for the driving-related service may include a first request embodiment in which the vehicle user device (300) requests the driving application service to the application service provider device (200) through a pre-installed application, and the application service provider device (200) receiving the driving application service request transmits a request for provision of the driving-related service corresponding to the driving application service to the driving provider device (100), a second request embodiment in which the vehicle user device (300) directly requests the driving provider device (100), and a third request embodiment in which the application service provider device (200) requests the driving provider device (100) for a B2B type service. Even in the absence of such a request, the driving provider device (100) may of course provide the driving-related service directly to the vehicle user device (300) or the application service provider device (200).

[0039] Meanwhile, the platform provided by the driving business device (100) is provided via a network that supports a predetermined communication method, which may be a vehicle-only communication network described below. It should be noted that, depending on the embodiment, the platform may be operated in an integrated manner or in a more segmented manner.

[0040] Here, the driving service infrastructure (400) refers to a vehicle-specific communication network, a driving information collection sensor infrastructure (cameras, lidar, radar, etc.), a data infrastructure required to collect, store, and manage vehicle driving-related data generated through the sensor infrastructure and transmitted through the communication network, and road auxiliary facilities (streetlights, utility poles, etc.) implemented independently or in a combined form. In other words, an autonomous driving business operator can secure and operate a vehicle-specific wireless communication network, a driving information service sensor infrastructure, and a data infrastructure to provide driving-related services.

[0041] Additionally, in the present invention, driving-related services may include driving information services, driving guide services, and driving control services, and the driving-related services provided according to the licensed business rights may be further subdivided.

[0042] More specifically, driving-related services can be divided into driving information services, driving guide services, and driving control services depending on the type of service.

[0043] Driving information services are information provided unilaterally by the driving service infrastructure (400) or upon request from the vehicle. For example, they may include driving application services such as simple assistance information and real-time guidance information. Driving information services may be provided for a fee depending on the embodiment. Furthermore, if a vehicle accident occurs when only the driving information service is provided, the driving service provider bears no separate responsibility.

[0044] The driving guidance service may be the driving trajectory information of the vehicle described below. If the vehicle user device (300) receives the driving guidance service and the vehicle complies with it, the driving business operator may be assigned corresponding responsibilities in the event of a vehicle accident. To this end, the driving business operator device (100) may receive vehicle status information from the vehicle user device (300) and monitor compliance with the driving guidance service. That is, the driving business operator device (100) may monitor the driving trajectory information of the actual vehicle in real time or non-real time. The driving business operator device (100) may monitor the driving trajectory information of the vehicle through sensing information collected through a predetermined sensor included in the vehicle itself (e.g., GPS, camera information, etc.) or sensing information collected through a predetermined sensor included in the driving service infrastructure (400). Typically, vehicle status information includes information such as vehicle fuel, temperature, environment, and malfunctions. However, in the embodiment of the present invention, the vehicle status can be monitored by collecting status information such as video information captured by the vehicle's camera or GPS information that can confirm the vehicle's driving trajectory. Based on the monitoring results, the driving business operator device (100) can determine and determine whether the driving business operator is responsible for providing the driving guide service.

[0045] Meanwhile, a vehicle user device (300) that has received a driving guide service may autonomously decide whether to apply the driving guide service, and if not applied, no responsibility is assigned to the driving business operator device (100).

[0046] The driving control service is a service in which the driving operator device (100) forcibly controls the vehicle in real time when the vehicle deviates from the driving trajectory information provided by the driving operator device (100) and in other cases. This service may include stopping the vehicle, remotely controlling the vehicle's steering, etc. In addition, the driving control service may include, for example, autonomous driving control on highways, all driving control for AVPS (Auto Valet Parking System) in parking lots, remote control in emergency situations, remote surrogate driving, etc. The driving control service may be given a higher level of responsibility to the driving operator device (100) than the driving guide service.

[0047] In relation to these driving-related services, driving service providers could evolve from providing current navigation services to providing paid driving assistance services utilizing more useful information, then to providing driving guidance and driving control services, and ultimately to providing total infotainment services. These providers could also perform the functions of "operators" under UK law or "autonomous driving supervisors" under Korean law. Driving guidance and driving control services could be provided on dedicated roads, intersections, and in emergency situations and for specific vehicles.

[0048] Additionally, driving service providers can evolve into providers of driving guidance services and driving control services through paid services that provide real-time information on surrounding traffic conditions that are difficult for autonomous vehicles to detect, such as blind spots and the front of the vehicle ahead, in busy areas or on highways.

[0049] Furthermore, as solution providers and operators who provide driving control services to specific vehicles in geofenced areas (e.g., vehicle control in automobile factories and yards), driving service providers can expand their reach to include parking lots, campuses, and dedicated car roads, and even expand the target vehicle range from specific vehicles to general vehicles. This will enable driving service providers to provide advanced driving control services to a wider range of vehicles, contributing to the expansion of the application of autonomous driving technology.

[0050] According to an embodiment, the driving operators in the present invention can be divided into initial driving operators and mature driving operators.

[0051] Early-stage driving service providers can launch profitable businesses without requiring large-scale infrastructure installation or fundamental legal revisions. Early-stage driving service providers can only provide driving information services among driving-related services. They can leverage various traffic, vehicle, and driver information to conduct profitable businesses that enhance driver convenience, safety, and traffic efficiency, such as real-time traffic conditions, optimal route guidance, and driving habit analysis. These early-stage driving service providers can launch relatively quickly without requiring large-scale infrastructure or complex legal procedures. Furthermore, they can generate revenue by providing useful information to users (vehicle user devices (300) or general user devices (500), as described below) by leveraging the technology and data required in the initial stages.

[0052] For example, the services of an early driving operator can be provided not only to vehicles with autonomous driving functions (such as Level 2 to Level 5), but also to drivers and passengers of vehicles without autonomous driving functions at all. In this case, the services can be provided through a general user device (500). This may be the case where a paid advanced assistant service (Advanced Assistant Service) is provided to a vehicle through a device such as a smartphone. For example, a user can receive various information necessary for driving in real time from an early driving operator through a smartphone app, enabling safe and efficient driving. In this way, one embodiment of the present invention has the advantage of allowing easy service provision to existing vehicles without autonomous driving functions by providing the service to a general user device (500), even if the driving operator is an early driving operator.

[0053] As an example of a service provided for specific driver convenience, an initial driving service provider may offer a paid premium navigation service as a driving assistant service. This driving assistant service may include a navigation service utilizing real-time traffic light forecast information and a navigation service capable of lane designation guidance. Alternatively, if a driver is looking at a general user device (500) while waiting for a traffic light at an intersection, a notification function may be provided when the traffic light changes or a predetermined amount of time before the light changes.

[0054] Additionally, early-stage driving service providers can offer insurance discounts if they provide real-time driver and vehicle information or allow monitoring. Alternatively, they can offer drivers appropriate compensation for providing driver or vehicle information to external parties after processing it appropriately according to contract terms. This provides drivers with additional revenue opportunities, and early-stage driving service providers can expand their business by securing useful data.

[0055] Finally, drivers who provide vehicle operation and surrounding information to the initial driving operator can be granted the authority to drive faster than the speed limit on certain sections under the initial driving operator's responsibility. This allows drivers to drive faster and more efficiently, and the driving operator can further optimize traffic flow by leveraging real-time data.

[0056] Another example of a service provided in relation to improving traffic efficiency is providing vehicle driving information to the initial driving operator. Based on this information, the initial driving operator can provide efficient driving routes and speeds. If drivers follow the routes and speeds suggested by the initial driving operator, the initial driving operator can receive compensation from the government, and a portion of this compensation can be distributed to the drivers who are its customers. To this end, the initial driving operator can have the authority to monitor whether drivers drive the suggested routes at the required speed. This can be achieved by collecting and analyzing driver driving data in real time, contributing to optimizing traffic flow and reducing congestion.

[0057] In contrast, mature driving service providers can provide comprehensive driving-related services, extending beyond the initial role of a driving service provider to include driving guidance and control services. Building on their established infrastructure and legal foundations, mature driving service providers can offer more sophisticated and advanced services. For example, they can offer services such as vehicle control utilizing autonomous driving technology, advanced driver assistance systems, and traffic flow optimization through vehicle-to-vehicle communication. They can also offer a comprehensive range of driving-related services corresponding to the business licenses described below.

[0058] Additionally, driving service providers can provide information requested by autonomous vehicles at various levels of autonomous driving (L2, L3, L4, L5). For example, driving service providers can provide, for a fee, information obtained from existing or newly installed roadside cameras or sensors on highways upon vehicle request. This information includes driving information from at least one preceding vehicle, and can extend to blind spots.

[0059] Additionally, when requesting confirmation of a vehicle's determined trajectory from a driving service provider, the driving service provider can provide route confirmation services at multiple levels. For example, various options can be offered, such as a simple suggestion level, an alternative suggestion level, or a confirmation service under the responsibility of the driving service provider.

[0060] Additionally, at intersections, driving operators can provide intersection passage control services or intersection passage confirmation services. This can help autonomous vehicles safely and efficiently navigate intersections and contribute to reducing the risk of accidents.

[0061] Depending on the business type, these services can be categorized into B2B (Business-to-Business), where driving service providers provide all driving-related services to application service providers, and B2C (Business-to-Consumer), where drivers are provided with services such as autonomous driving. Furthermore, depending on the service target, these services can be categorized into driver assistance services and driver assistance services.

[0062] The driving-related services corresponding to the various business rights provided by the driving business device (100) will be described in detail again.

[0063] In the present invention, the application service provider device (200) pays a usage fee to the driving provider device (100) and provides an application-based driving application service to the vehicle user device (300) so that the vehicle user device (300) can receive the driving-related services provided by the driving provider device (100). For example, the application service provider may be any business operator engaged in mobility-related business, such as a parking lot operator, a bus or carpool transportation company, or a mobility platform company.

[0064] In addition, it is also possible for the application service provider device (200) to receive driving-related services directly from the driving provider device (100) and provide the driving application service to the vehicle user device (300).

[0065] Meanwhile, depending on the embodiment, a driving service provider may also serve as an application service provider. In this case, the driving service provider device (100) may directly provide driving application services to a vehicle user device (300) through an application. As the vehicle user device (300) receives the driving application services, the driving service provider device (100) may provide driving-related services to the vehicle user device (300).

[0066] In the present invention, the vehicle user device (300) receives driving-related services from the driving service provider device (100). Depending on the embodiment, an application for receiving the driving application service of the application service provider device (200) may be pre-installed. In this case, the vehicle user device (300) refers to a device that is implemented in a form that is mounted or installed within a vehicle, rather than a user's mobile communication terminal, and performs direct communication according to an in-vehicle communication method. Accordingly, the application operates in the form of software installed on the vehicle user device (300). However, depending on the embodiment, a mobile communication terminal is not necessarily excluded, and it is of course possible to receive driving-related services in conjunction with a mobile communication terminal. An embodiment that includes a general user device (500) distinct from the vehicle user device (300) will be described later.

[0067] In one embodiment, the vehicle user device (300) may provide a user interface, and vehicle control may be performed based on the user interface. Therefore, the vehicle user device (300) is preferably configured as an integral part of the vehicle's center fascia, control panel, infotainment, etc., or may be configured as a separate device. This may be implemented differently depending on the type of vehicle. For example, in the case of a commercial vehicle such as a transport vehicle, the vehicle user device (300) may be embedded within the vehicle. The vehicle user device (300) can communicate with various controllers within the vehicle using a predetermined communication method, and thus can issue control commands to various controllers.

[0068] Unlike the above embodiment, the vehicle user device (300) can transmit and receive information with the driving operator device (100) even when an in-vehicle user interface is not provided. This may be the case, for example, when a L3, L4, or L5 autonomous vehicle receives real-time information on blind spot information or the status of at least one preceding vehicle from the driving operator device (100) and uses the information to make autonomous driving decisions. This service can be provided not only by the initial driving operator but also by the driving operator in the next stage. Through this, one embodiment of the present invention enables autonomous vehicles to make more accurate and safe driving decisions, and the driving operator can further contribute to the development of autonomous driving technology through an advanced information provision service.

[0069] In one embodiment of the present invention, driving-related services to a vehicle user device (300) can be provided through the following process.

[0070] First, a vehicle user device (300) requests a driving application service from an application service provider device (200) through an application. The request for the driving application service may be transmitted directly to the application service provider device (200) through a vehicle-only communication network or via the driving provider device (100).

[0071] Next, upon receiving the request, the application service provider device (200) requests the driving provider device (100) to provide a driving-related service corresponding to the driving application service to the vehicle user device (300).

[0072] Next, the driving service provider device (100) provides driving-related services to the vehicle user device (300). Accordingly, the vehicle user device (300) communicates with the vehicle and links with various control devices within the vehicle to provide corresponding driving-related services to the vehicle user. Here, a standardized interface may be established between the driving service provider device (100), the vehicle user device (300), or the application service provider device (200). The standardized interface ensures interoperability between various vehicles and entities and enables efficient information exchange.

[0073] Accordingly, for example, a driving business device (100) can transmit road resources to a vehicle user device (300) or the like in real time through the aforementioned standard interface. Through this, the vehicle user device (300) can receive road resource allocation information in real time and adjust driving or use driving-related services accordingly.

[0074] At this time, in one embodiment of the present invention, driving-related services are provided to vehicle user devices (300) through driving business operator devices (100), and application service business operator devices (200) enable vehicle user devices (300) to request driving application services through applications and receive driving-related services. In this way, the driving business operator device (100) is granted exclusive business rights by the government and generates revenue by enabling driving-related services to be provided to vehicle users. In addition, the driving business operator device (100) is responsible and liable for safety and security-related issues that arise in accordance with business activities corresponding to the business rights.

[0075] In one embodiment, a driving business device (100) may provide a driving-related service in which the level of accident risk and compensation liability are set according to the level of intervention in a vehicle corresponding to a vehicle user device (300).

[0076] For example, if a driving business device (100) monitors the status of a vehicle in real time from a vehicle user device (300) and provides a service to directly operate and control the vehicle, this may correspond to a high degree of intervention. Specifically, the driving business device (100) may provide driving trajectory information of a vehicle corresponding to the driving control service to the vehicle user device (300) through a standardized interface. In this case, the driving trajectory information may be provided so that it can be displayed on the screen (center fascia, infotainment, instrument panel, etc.) of the vehicle user device (300) and may also be autonomously operated without separate provision. In a preferred embodiment of the present invention, it is possible to provide high-precision driving trajectory information with a boundary set to within several centimeters (cm) at a cycle of 1 millisecond (ms). This includes the basic route guidance function of a navigation service provided through a navigation service of an existing vehicle or a smartphone, etc., but is different from the existing one in that vehicle control is possible based on the accuracy (several cm) and frequency (several ms) of the driving trajectory.

[0077] Since the provision and control of such driving trajectory information corresponds to direct control of the vehicle, the risk of accidents due to a high degree of intervention and the degree of compensation responsibility of the driving business device (100) may be set high.

[0078] These driving-related services are designed to reduce the risk of accidents that may occur while driving and to ensure safe operation of vehicles on behalf of drivers, and can place greater responsibility on driving operators.

[0079] On the other hand, if the driving operator device (100) analyzes information received from the vehicle user device (300) to monitor and evaluate the driving situation and provide simple driving information that provides advice, this may correspond to a low level of intervention. In this case, since the driving operator has little intervention with the vehicle user, the accident risk and compensation liability may also be relatively low.

[0080] Accident risk and compensation liability based on the degree of vehicle intervention can be set in advance for multiple cases prior to service provision and updated by the administrator. Alternatively, depending on the embodiment, the accident risk and compensation liability based on the degree of vehicle intervention can be updated in real time or periodically using a pre-trained artificial intelligence model installed in the driving operator device (100).

[0081] When using an artificial intelligence model, preprocessing such as noise removal, feature extraction and scaling, missing data, and abnormal data processing is performed on data collected through the vehicle or driving service infrastructure (400) while the vehicle is in operation through the intervention of the driving business device (100) as driving-related services are provided. Then, the degree of intervention by the vehicle, classified by time or driving section, etc., is matched with the degree of accident risk and compensation liability, and then quantified using a one-hot encoding technique and input into the artificial intelligence model. At this time, the accident risk can be defined through the vehicle's speed, location, distance from surrounding vehicles, etc., and the compensation liability can be defined as an accident situation assumed when the accident risk exceeds a preset threshold, i.e., when an accident is likely to occur. An artificial intelligence model trained based on this input data can be applied to the service.

[0082] For example, a driving business operator device (100) may receive multiple sensing information from a vehicle user device (300) and a driving service infrastructure (400) corresponding to the vehicle's driving location. The multiple sensing information is input into an artificial intelligence model, thereby outputting a result matched with at least one of the preset cases. Furthermore, the model outputs the degree of vehicle intervention corresponding to the corresponding case. For example, based on sensing information such as the number of vehicles on the road, vehicle speed, acceleration, and steering angle, the model may match cases such as straight driving, lane change, curved driving, acceleration, constant speed, and deceleration. Furthermore, the artificial intelligence model may output an accident risk level based on the difference between the current sensing information and the sensing value in a collision-prone state. For example, the degree of accident risk may be output by combining the current speed and the speed difference with the vehicle ahead in a collision-prone state, the distance difference with surrounding vehicles, the current steering angle and the steering angle in a collision-prone state, etc. Once the degree of accident risk is output, the degree of compensation liability may be obtained by the artificial intelligence model calculating the predicted impact amount in a collision-prone state and matching the predicted impact amount to actual accident data.

[0083] FIG. 3 is a drawing for explaining an example of a driving control service in one embodiment of the present invention.

[0084] In one embodiment, when providing a driving control service among driving-related services to a vehicle user device (300), the driving business device (100) may configure a driving road sensed through the infrastructure into a plurality of grid cells, generate reservation information for a grid cell for a vehicle corresponding to the vehicle user device (300), and then provide a driving control service based on the reservation information.

[0085] FIG. 3 illustrates a case of entering an intersection area when providing a driving control service, and explains using an intersection as an example of a driving road. However, in the description of the present invention, the driving road is not necessarily limited to an intersection, and of course includes all types of roads on which a vehicle can drive. When the driving business operator device (100) receives sensing information from the driving service infrastructure (400) or the vehicle user device (300) (S10, S11), the driving business operator device (100) predicts the location and time at which a vehicle corresponding to each vehicle user device (300) entering the intersection area will pass the intersection (S20).

[0086] Next, the interior of the intersection is divided into grid cells, and the grid cell location and time to be occupied by the vehicle are generated as location-time reservation information (hereinafter referred to as reservation information) (S30). At this time, the location and time of the vehicle can be obtained through the vehicle's sensor or the driving service infrastructure (400). The driving business device (100) checks whether the reservation information in the corresponding grid cell does not conflict with the reservation information that has been previously entered. At this time, a reservation conflict means that a reservation is requested for the same grid cell at the same time. If the driving business device (100) determines that the reservation does not conflict, the reservation is permitted, and if it determines that the reservation conflicts, the reservation is not permitted (S40), and the reservation result is transmitted to the vehicle user device (300) (S50).

[0087] Upon receiving the reservation result, the vehicle user device (300) can drive according to the reservation information. If the reservation is denied, the vehicle user device (300) or the driving service provider device (100) can change the reservation information and attempt to make a reservation again after a certain period of time (e.g., 0.1 seconds). If the reservation is continuously denied, for example, the vehicle can continue to attempt to make a reservation while stopped at the stop line in front of an intersection.

[0088] Furthermore, in one embodiment of the present invention, the driving operator device (100) can configure grid cells for the driving area of ​​the vehicle based on sensing information sensed in real time through a vehicle sensor or a driving service infrastructure (400) around the vehicle. Here, the driving area refers to an area that includes a road on which the vehicle can drive based on the current location of the vehicle among the sensing areas.

[0089] The driving operator device (100) generates observation values ​​and limited partial observation values ​​for each grid cell constituting a driving area based on sensing information. Then, the driving operator device (100) checks the observation values ​​and limited partial observation values ​​based on the driving direction in the driving area to generate reservation information for a first grid cell set. The driving operator device (100) can generate reservation information for a plurality of grid cell sets in this manner. At this time, the grid cell set can be composed of grid cells included in at least one row or column that is identical to or different from the driving direction (vertical direction).

[0090] When generating reservation information, the driving business device (100) can determine whether to allow or disallow a reservation based on the presence or absence of reservation information in the case of observation values. This means that the size of a grid cell corresponding to reservation information of another vehicle overlaps with the size of the corresponding grid cell by a preset threshold or more.

[0091] In contrast, in the case of limited partial observations, i.e., when the size of a grid cell corresponding to reservation information of another vehicle overlaps with the size of the corresponding grid cell by less than a preset threshold, the driving operator device (100) may divide the corresponding grid cell into multiple pixel units. Then, based on a pixel-by-pixel judgment, it may determine whether reservation information conflicts with that of another vehicle and decide whether to permit or deny the reservation.

[0092] In addition to the above embodiments, the grid cells forming the drivable area of ​​the present invention may be configured to vary in size depending on vehicle speed. For example, the grid cell size may be configured to be relatively larger as the speed increases. Accordingly, the grid cell sizes of the aforementioned vehicle and other vehicles may differ.

[0093] In addition, in one embodiment of the present invention, the size of the grid cells can be configured variably depending on the number of reservation information for the grid cells constituting the drivable area, i.e., the number of reserved grid cells. For example, when the own vehicle is driving and other vehicles are stopped tens of meters ahead, the grid cells between the own vehicle and the preceding vehicle can be configured to be relatively large, and the size of the grid cells can be configured to be relatively smaller as the own vehicle gets closer to the preceding vehicle. In other words, the sizes of the grid cells within the same drivable area can be configured differently.

[0094] FIG. 4 is a drawing for explaining a driving operator-based vehicle fusion system (2) according to another embodiment of the present invention.

[0095] A vehicle fusion system (2) according to another embodiment of the present invention may further include a general user device (500) in addition to the driving operator device (100), application service operator device (200), and vehicle user device (300) described in FIG. 1.

[0096] The general user device (500) can receive an application from the application service provider device (200) and receive driving-related services through the application service provider device (200) or through the driving provider device (100). In addition, the general user device (500) can access or control a vehicle or a vehicle user device (300) based on the driving-related services. Meanwhile, in the embodiment of the present invention, it is preferable that the general user device (500) transmit and receive data with the vehicle or vehicle user terminal (300) through the application service provider device (200) or the driving provider device (100). However, it is also possible to access or control the vehicle or vehicle user device (300) directly without going through the application service provider device (200) or the driving provider device (100), that is, without relying on the driving-related services. For reference, the general user device (500) may be a wireless communication device that ensures portability and mobility. For example, a general user device (500) is an intelligent terminal that adds computer support functions such as Internet communication and information retrieval to a portable terminal, and may be a mobile phone, smart phone, pad, smart watch, wearable terminal, or other mobile communication terminal that can install and run multiple application programs (i.e., applications) desired by the user. In addition, the general user device (500) may be implemented as a computer that can be connected via a network. Here, the computer may include, for example, a notebook, desktop, laptop, etc. equipped with a web browser.

[0097] Meanwhile, it is preferable that the general user corresponding to the general user device (500) is a driver, but it is not necessarily limited to this and may of course be a passenger of the vehicle.

[0098] Likewise, in the embodiment of FIG. 4, the application service provider device (200) can transmit and receive data with the vehicle only through the driving service provider device (100). That is, one embodiment of the present invention is a structure that imposes different scopes of responsibility on the driving service provider depending on the method of providing driving-related services of the driving service provider device (100), and accordingly, the scope of responsibility of the application service provider can be limited. This can improve business viability by maintaining the driving service provider's unique business area, and can also limit the scope of responsibility of the application service provider to further activate the application-based service business.

[0099] Below, the driving-related services according to the business rights of the driving business operator device (100) of the present invention will be described in detail.

[0100] Since the driving service industry represents a novel business model and can be established through extensive government approvals, a strong driving force and social consensus are necessary for inter-industry convergence. Furthermore, we must guard against unnecessary direct investment of public funds, thereby preventing moral hazard and adhering to the principles of a market economy.

[0101] During the selection process, the operator must present a strategy for social contribution, such as reducing traffic congestion, reducing traffic accidents, and promoting employment and industrial development, as a social compensation for the business rights. The operator must also continue to engage in public interest activities for the development of society during the period in which the business rights are held.

[0102] Additionally, driving service providers may disclose or share some of the data generated during their business operations with the government and local governments. The scope of this disclosure shall be determined by agreement between the driving service provider, the government, and other relevant parties, but shall be limited to a level that does not impact industry vitality or profit-making activities.

[0103] In this invention, the driving operator may be granted the following eight types of business licenses from the government. Because business licenses require social consensus and institutional preparation, a phased granting of licenses may be considered.

[0104] Meanwhile, according to an embodiment of the present invention, a driving service provider device (100) may be granted all of the business licenses described below and provide driving-related services. In another embodiment, multiple driving service provider devices (100) granted at least one business license may provide different driving-related services through at least one of the same platform and the same driving service infrastructure. Alternatively, driving-related services may be provided through interoperability between individual platforms or interoperability between individual driving service infrastructures.

[0105] 1. Communication - Securing and operating a dedicated vehicle communication network

[0106] In one embodiment, a driving business operator device (100) may secure a vehicle-only communication network that satisfies a predetermined coverage, delay time, and data transmission speed on the road, and provide driving-related services to a vehicle user device (300) through a platform through the vehicle-only communication network. The vehicle-only communication network is a network designed with vehicle driving as the top priority and supports the safe operation and efficient communication of vehicles on the road. To this end, technically, certain methods for supporting fast data transmission and ensuring the safety and reliability of wired and wireless networks may be applied. Meanwhile, the vehicle-only communication network may be considered to be based on a physical layer-based communication method, but is not necessarily limited thereto, and it goes without saying that virtualized communication networks, software-defined networking (SDN), cloud technologies, etc. may be individually or in combination with existing communication networks to form an efficient and flexible network.

[0107] Communication-related services for high-speed vehicles like automobiles can be categorized into safety and convenience. Among these, it's crucial for operators to safely provide driving control services that operate vehicle control systems based on information received through communication, or remotely control vehicles via wireless communication. Driving control services are characterized by extremely low latency and high reliability.

[0108] While existing mobile communication technologies can support convenience services like infotainment, they struggle to implement safety-related driving control services. For example, a brief interruption in video transmission while watching YouTube in a vehicle isn't a major issue, but a momentary communication interruption during a safety-related service can significantly impact driving safety. Thus, the reliability of essential information delivery within a specific timeframe becomes the foundation of driving control services.

[0109] To this end, the present invention grants a vehicle operator the right to install, operate, and profit from a dedicated vehicle communication network for use by vehicles such as automobiles, centered on roads. While the physical coverage of this dedicated vehicle communication network may overlap with existing mobile communication networks, its dedicated vehicle-specific configuration enables vehicle control services based on V2X (Vehicle to Everything). If a vehicle operator secures a dedicated vehicle communication network centered on road networks with high population density and high traffic volume, it can provide superior service at a lower cost.

[0110] Licensed operators may install and operate additional communication-related equipment on existing road facilities, traffic safety facilities, and other roadside structures, and may install new equipment when necessary. Furthermore, they may allow shared use of wired and wireless communication networks, including power and underground communication networks, as needed.

[0111] 2. Infrastructure - Access to road traffic infrastructure information

[0112] In one embodiment, a driving business operator device (100) may obtain access to authorized road traffic infrastructure information upon receiving business license approval and, after paying a fee, obtain road traffic infrastructure information. The road traffic infrastructure information may include traffic signal and sign information, road construction and maintenance information, transportation public facility information, road network information, road surface condition information, traffic flow information, accident and hazardous area information, road environment information, bus information systems, and the like.

[0113] In principle, private businesses are not permitted free access to national transportation infrastructure. Cameras monitoring traffic conditions have few avenues open to private businesses. While some local governments are working to provide traffic signal information via communications, receiving real-time nationwide information is currently impossible.

[0114] Furthermore, transportation infrastructure is operated by various entities, including the National Police Agency, local governments, the Ministry of Land, Infrastructure and Transport, and its public corporations. Each entity has different related laws and regulations, installation status, and data quality, making it difficult to obtain real-time information on transportation infrastructure with the current system.

[0115] In contrast, in the embodiment of the present invention, authorized operators are granted access to national traffic infrastructure information and are authorized to utilize this information. Currently, the vast amount of useful information generated by traffic cameras, traffic lights, and other systems lacks a profitable audience. Given the public nature of the system, granting access to information for related services at a low cost would be feasible.

[0116] At this time, it may cost a lot of money for a driving operator to individually receive relevant information from police agencies, local governments, and public institutions scattered across the country. Therefore, a single entity that integrates the relevant information can be formed and operated, and the driving operator device (100) can receive integrated information from the entity. Alternatively, the government can establish a system that provides each road management entity with the information required by the driving operator in a standardized format, and thus the driving operator device (100) can receive standardized road traffic infrastructure information.

[0117] Driving operators granted these licenses can access national transportation infrastructure, receive road traffic infrastructure information, pay for it, and utilize and profit from it. Furthermore, they are subject to civil and criminal liability arising from the provision of services utilizing this information.

[0118] 3. Infrastructure - Road traffic infrastructure installation rights and usage rights

[0119] To effectively implement autonomous driving mobility and related projects, information provided by existing road and traffic facilities alone is insufficient. Existing facilities vary in terms of equipment installed, information standards, real-time availability, and connectivity depending on the operating entity, such as local governments, making it difficult to provide a uniform service quality nationwide. Therefore, the present invention grants operators the authority to install facilities and equipment on road infrastructure to ensure service quality.

[0120] In other words, licensed operators can install new facilities or add equipment to existing ones on roads, operate them, and generate revenue. The government can provide a comprehensive communication channel to support this effort. Furthermore, operators are responsible for any civil or criminal liability arising from the installation of additional equipment and may be liable for costs associated with shared use of infrastructure.

[0121] In one embodiment, the driving business operator device (100) can collect sensing information about the installed driving service infrastructure (400) and provide driving-related services by correcting the collected sensing information according to environmental conditions. At this time, sensing information collected from the vehicle user device (300) can also be corrected in the same way. For example, the driving business operator device (100) can variably calculate and apply correction coefficients to each sensor by considering the performance of sensors that are sensed differently based on the vehicle's speed, the vehicle's position on the road, and weather conditions (day and night, temperature, heavy rain, fog, etc.) based on the installation location of the installed driving service infrastructure (400) or the vehicle located within the sensing range of the driving service infrastructure (400).

[0122] Furthermore, in the above embodiment, when sensing areas overlap among multiple driving service infrastructures (400), the driving business device (100) can selectively apply only the sensing information from the sensing area of ​​the driving service infrastructure (400) that is determined to have a higher sensing performance based on the application of the calculated correction coefficient. Accordingly, by processing only with a single sensing information rather than processing based on overlapping sensing information for the overlapping area, it is possible to provide faster driving-related services.

[0123] In addition or separately, when the driving service provider device (100) completes calculating a correction factor for sensing information from similar sensors or sensors with the same or similar functions of multiple driving service infrastructures (400), it may apply a weight to the correction factor and fuse and apply the multiple sensing information in some cases (e.g., in bad weather). Accordingly, the driving service provider device (100) can provide driving-related services with more accurate situational assessment results.

[0124] 4. Vehicle-to-vehicle network access rights

[0125] Previously, automakers and related manufacturers kept the protocols for accessing the vehicle's internal network (IVN; In-vehicle Network) confidential. This is because the IVN's High-Speed ​​CAN, for example, carries signals that directly impact driving safety, such as the vehicle's engine, braking, and steering. Furthermore, the low-speed LIN network, which primarily handles the vehicle body, also handles systems that can cause accidents during driving, such as doors. Therefore, the IVN was difficult to arbitrarily open. However, there has recently been a movement to standardize the CAN network protocol for large vehicles, such as trucks, and some progress has been made toward using standardized IDs and signal bit arrays for passenger cars as well.

[0126] Most modern vehicles have internal communication networks such as CAN, CAN-FD, LIN, and Ethernet, and have gateways (G / W) that connect them. Some vehicle models may only have a portion of these networks or no G / W, but this architecture is becoming established as automobiles evolve into Software Defined Vehicles (SDVs). Vehicle gateways (G / W) fundamentally connect heterogeneous networks to exchange information, and some may even have the ability to enable wired / wireless software updates. Vehicle G / W may also have the ability to communicate information with the outside world through external devices or V2X communication modules, and therefore are equipped with security firewalls to protect the internal network. To prevent internal network information from being directly exported to the outside, they may also have functions such as converting data or exporting only a portion while blocking the rest.

[0127] Accordingly, in order for driving operators to generate services utilizing vehicle information, vehicle G / W standards and installation must be institutionalized and access to them must be granted.

[0128] Therefore, the driving service provider in the present invention can access in-vehicle network information using standardized access methods and protocols. This is particularly true when the driving service provider includes the automotive industry. Furthermore, by granting authorized driving service providers access to in-vehicle network information not only for specific vehicles but also for all vehicles participating in the service, economies of scale and profitability can be secured.

[0129] Access to vehicle networks, particularly when providing information and control services to vehicles, can raise very sensitive safety and security issues, and thus, the driving service provider may be held liable for civil and criminal issues arising in connection with the services.

[0130] 5. Vehicle-Supply Support Package

[0131] For V2X services to become commercially viable, each vehicle must be equipped with V2X communication capabilities. However, existing C-ITS infrastructure installation projects and autonomous driving support infrastructure projects often do not include policies for the general public to install V2X devices in their vehicles. Policies that do not include these devices are unlikely to be effective.

[0132] To this end, the driving service provider of the present invention may obtain a license to distribute vehicle-to-vehicle (V2X) communication modules, and in return for the license, may bear part or all of the costs required to increase the distribution rate. The driving service provider may offset the costs paid to the government by charging service fees, etc. to vehicle user devices (300).

[0133] 6. Vehicle-to-vehicle V*I (Vehicle*Infra) device installation business license

[0134] In conjunction with or separate from the preceding item 5, the licensed driving service provider of the present invention may be responsible for installing and distributing the vehicle user device (300) in vehicles. Installation in new vehicles may be conducted in consultation with the automaker, while installation in existing vehicles may be facilitated through the service network. The driving service provider may bear a portion of the installation costs and assume responsibility and liability for any issues arising from the installation of an external system.

[0135] 7. Data - Access to public data

[0136] FIG. 5 is a diagram for explaining the public data access rights of a driving operator in one embodiment of the present invention.

[0137] In one embodiment, a driving business operator device (100) may obtain access to public data upon receiving business license approval and, after paying a fee, obtain the public data. The driving business operator may have a series of responsibilities and obligations that may arise in obtaining and using such public data.

[0138] To provide mobility services, operators need access to data collected by the public sector. Public data can include a variety of information, including traffic accidents, traffic light status, road construction status, and weather. For example, real-time traffic information, such as highway traffic data, is primarily collected by the Korea Expressway Corporation under the Ministry of Land, Infrastructure and Transport, while city traffic data is primarily managed by the National Police Agency and local governments. Data collection methods vary, including cameras, loop detectors, and the newly introduced radar and lidar. Camera data also varies in terms of detection distance, detection range, resolution, error rate, and data output format.

[0139] In order for a driving operator to receive such public data in real time, the driving operator device (100) must be connected to the servers of each local government and road management entity. In this case, the present invention allows for public data to be received from data governance, where the inter-ministerial information provider holds authority, rather than from various entities. Specifically, when contacting public institutions on-site, data provision is often uncooperative or time-consuming, and the authority responsible for data provision is often unclear. Therefore, public data can be provided through the inter-ministerial information provider. The format, type, and frequency of the information that can be provided can be generated based on the service type of the driving operator, the data demander, or can be determined through consultation with the public data owners. Furthermore, if public data cannot be received from the inter-ministerial information provider, it is of course possible to directly install a driving service infrastructure (400) to collect the relevant public data.

[0140] 8. Data-Data Private Sales Business License

[0141] Finally, the licensed driving operator in the present invention can collect, process, and sell data to private data demanders. This can be structured as a system where companies collect data through trading and exchange, process it, and distribute it to application service provider devices (200).

[0142] Figure 6 is a block diagram of a driving operator device (100) according to one embodiment of the present invention.

[0143] A driving operator device (100) according to one embodiment of the present invention includes a communication module (110), a memory (120), and a processor (130).

[0144] The communication module (110) transmits and receives data with a plurality of application service provider devices (200) and a plurality of vehicle user devices (300). In addition, data can be transmitted and received with equipment and devices within the driving provider device (100). This communication module (110) may include both a wired communication module and a wireless communication module. Preferably, the communication module (110) for transmitting and receiving data with each device is a wireless communication module, but is not necessarily limited thereto. The wired communication module may be implemented as a power line communication device, a telephone line communication device, a cable home (MoCA), Ethernet, IEEE1294, an integrated wired home network, and an RS-485 control device. Additionally, the wireless communication module may be configured as a module for implementing functions such as WLAN (wireless LAN), Bluetooth, HDR WPAN, UWB, ZigBee, Impulse Radio, 60GHz WPAN, Binary-CDMA, wireless USB technology, wireless HDMI technology, and other 5G (5th generation communication), LTE-A (long term evolution-advanced), LTE (long term evolution), and Wi-Fi (wireless fidelity).

[0145] The memory (120) stores a program for operating a platform for providing driving-related services corresponding to an authorized business license, and the processor (130) executes the program stored in the memory (120). Here, the memory (120) is a general term for a non-volatile storage device and a volatile storage device that maintain stored information even when power is not supplied.

[0146] For example, the memory (120) may include NAND flash memory such as a compact flash (CF) card, a secure digital (SD) card, a memory stick, a solid-state drive (SSD), and a micro SD card, a magnetic computer storage device such as a hard disk drive (HDD), and an optical disc drive such as a CD-ROM or DVD-ROM.

[0147] The processor (130) provides driving-related services to the vehicle user device (300) by executing a program stored in the memory (120). In this process, a specific driving-related service corresponding to the driving application service may be requested from the application service provider device (200), and upon receiving the request, the specific driving-related service may be provided to the vehicle user device (300).

[0148] Meanwhile, the processor (130) may use at least one of a machine learning, neural network, or deep learning algorithm as an artificial intelligence (AI) model algorithm. For example, at least one of a machine learning, neural network, or deep learning algorithm may be used as an artificial intelligence (AI) algorithm, and examples of a neural network may include models such as a CNN (Convolutional Neural Network), a DNN (Deep Neural Network), and an RNN (Recurrent Neural Network).

[0149] Figure 7 is a flowchart of a method for providing a vehicle infrastructure convergence business model based on a driving operator according to one embodiment of the present invention.

[0150] In one embodiment of the present invention, first, a driving business operator device (100) that has been granted a business license from the government creates a driving-related service based on a driving service infrastructure corresponding to the business license (S110).

[0151] Next, the application service provider device (200) provides an application-based driving application service using the driving-related service by paying a usage fee to the driving provider device (100) (S120).

[0152] Next, as the vehicle user device (300) receives driving application services through the application, it receives driving-related services including driving control services and driving information services from the driving business operator device (S130).

[0153] Meanwhile, in the above description, steps S110 to S130 may be further divided into additional steps or combined into fewer steps, depending on the implementation of the present invention. Furthermore, some steps may be omitted as needed, and the order of the steps may be changed. Furthermore, even if other details are omitted, the details described in FIGS. 1 to 5 and FIG. 6 are mutually applicable.

[0154] The method for providing a vehicle infrastructure convergence business model based on a driving operator according to an embodiment of the present invention described above can be implemented as a program (or application) and stored in a medium to be executed in combination with a hardware server.

[0155] The above-described program may include codes coded in a computer language, such as C, C++, JAVA, Python, or machine language, that can be read by the processor (CPU) of the computer through the device interface of the computer, so that the computer reads the program and executes the methods implemented as a program. Such codes may include functional codes related to functions that define functions necessary for executing the methods, and may include control codes related to execution procedures necessary for the processor of the computer to execute the functions according to a predetermined procedure. In addition, such codes may further include memory reference-related codes regarding which location (address address) of the internal or external memory of the computer should reference additional information or media necessary for the processor of the computer to execute the functions. In addition, if the processor of the computer needs to communicate with any other computer or server located remotely in order to execute the functions, the code may further include communication-related code regarding how to communicate with any other computer or server located remotely using the communication module of the computer, and what information or media to send and receive during communication.

[0156] The above storage medium refers to a medium that stores data semi-permanently and can be read by a device, rather than a medium that stores data for a short period of time, such as a register, cache, or memory. Specifically, examples of the storage medium include, but are not limited to, ROM, RAM, CD-ROM, magnetic tape, floppy disk, and optical data storage device. That is, the program can be stored in various recording media on various servers that the computer can access or in various recording media on the user's computer. In addition, the medium can be distributed across network-connected computer systems, so that computer-readable code can be stored in a distributed manner.

[0157] The steps of a method or algorithm described in connection with an embodiment of the present invention may be implemented directly in hardware, implemented as a software module executed by hardware, or implemented by a combination thereof. The software module may reside in a random access memory (RAM), a read only memory (ROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), a flash memory, a hard disk, a removable disk, a CD-ROM, or any other form of computer-readable recording medium well known in the art to which the present invention pertains.

[0158] While the embodiments of the present invention have been described above with reference to the attached drawings, those skilled in the art will appreciate that the present invention can be implemented in other specific forms without altering the technical concept or essential features thereof. Therefore, the embodiments described above should be understood to be illustrative in all respects and not restrictive.

Claims

1. A driving business device that has been granted a certain business license from the government and provides driving-related services based on the driving service infrastructure corresponding to the business license, An application service business operator device that provides an application-based driving application service using the driving-related service by paying a usage fee to the above driving business operator device, and As the driving application service is provided through the application, a vehicle user device that receives the driving-related service including a driving information service, a driving guide service, and a driving control service from the driving business device, Vehicle infrastructure fusion system based on driving operators.

2. In paragraph 1, The vehicle user device requests the driving application service to the application service provider device through the application, Upon receiving the request, the application service provider device requests the driving provider device to provide a driving-related service corresponding to the driving application service to the vehicle user device. The above driving business device provides the driving-related service to the vehicle user device. Vehicle infrastructure fusion system based on driving operators.

3. In paragraph 1, The above driving business device provides the driving-related service in which the accident risk and compensation liability information are set according to the degree of intervention in the vehicle corresponding to the vehicle user device. Vehicle infrastructure fusion system based on driving operators.

4. In paragraph 1, The driving business device, when providing the driving-related service to the vehicle user device, configures the driving road sensed through the infrastructure into a plurality of grid cells, generates reservation information for the grid cell for the vehicle corresponding to the vehicle user device, and then provides the driving control service based on the reservation information. Vehicle infrastructure fusion system based on driving operators.

5. In paragraph 1, The above driving business device secures a vehicle-only communication network that satisfies a predetermined coverage, delay time, and data transmission speed on the road, and provides the driving-related service to the vehicle user device through the vehicle-only communication network. Vehicle infrastructure fusion system based on driving operators.

6. In paragraph 1, The above driving business device obtains access to the road traffic infrastructure information and public data by being granted the business right, and obtains the road traffic infrastructure information and public data after paying a fee. Vehicle infrastructure fusion system based on driving operators.

7. In paragraph 1, The above driving business operator device provides a driving information service corresponding to the business right through a standardized interface established with the vehicle user device and the application service business operator device. Vehicle infrastructure fusion system based on driving operators.

8. In paragraph 7, The above driving business device provides driving trajectory information corresponding to the driving control service to the vehicle user device through the above standardized interface, The degree of accident risk and compensation liability of the driving business device are set according to the degree of intervention by the vehicle user device. Vehicle infrastructure fusion system based on driving operators.

9. In paragraph 1, The above driving business operator device provides the driving-related service by being granted all of the above-mentioned business rights, or provides different driving-related services among multiple driving business operator devices granted at least one business right through each platform or each driving service infrastructure. Vehicle infrastructure fusion system based on driving operators.

10. In paragraph 1, Further comprising a general user device that receives the application and receives the driving-related service through the application service provider device or the driving provider device, and performs access or control to the vehicle or the vehicle user device based on the driving-related service. Vehicle infrastructure fusion system based on driving operator.

11. A driving business device that has been granted a certain business license from the government, provides driving-related services based on the driving service infrastructure corresponding to the business license, and provides driving application services based on applications using the driving-related services. As the driving application service is provided through the application, a vehicle user device that receives the driving-related service including a driving information service, a driving guide service, and a driving control service from the driving business device, Vehicle infrastructure fusion system based on driving operators.

12. A step in which a driving business device that has been granted a business license from the government creates a driving-related service based on a driving service infrastructure corresponding to the business license; A step in which an application service provider device provides an application-based driving application service using the driving-related service by paying a usage fee to the driving provider device; and A step of receiving driving-related services including driving information services, driving guide services, and driving control services from the driving business device as the vehicle user device receives the driving application service through the application. A method for providing a vehicle infrastructure convergence business model based on driving operators.

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