Method and device for providing fairness management information in traffic environment

Abstract

Disclosed are a method and a device, the method comprising the steps of: acquiring, by a processor, user vehicle information including an arbitrary ID for a user vehicle on the basis of sensing information acquired from a plurality of sensors; calculating, by the processor, how long the user vehicle remains on a road on which the user vehicle is traveling, and assigning a fairness point; and providing, by the processor, fairness management information by storing, deleting, transmitting, or comparing the fairness point of the user vehicle.

Description

Method and device for providing fairness management information in a traffic environment

[0001] The technical field of the present disclosure relates to a method and device for providing fairness management information in a traffic environment, and more specifically, to a method and device for obtaining user vehicle information including identity information for a user vehicle based on sensing information obtained from a plurality of sensors, obtaining user order difference information which is the difference between the order value of the user vehicle arriving at a driving road and the order value of the user vehicle leaving the driving road based on the user vehicle information, and obtaining average order difference information which is the average of the difference between the order value of the user vehicle arriving at a driving road and the order value of the user vehicle leaving the driving road based on the sensing information, and providing fairness management information based on the comparison result of the user order difference information and the average order difference information.

[0002] With the recent commercialization of autonomous vehicles, a problem has arisen regarding an increase in illegal road traffic behaviors. For instance, there have been cases where bus drivers repeatedly attempted dangerous overtaking maneuvers, exploiting the fact that autonomous vehicles have lower average speeds due to safety concerns. Additionally, there have been instances where autonomous vehicles blocked the entry of ambulances, resulting in patient deaths, or blocked fire trucks, causing delays in responding to emergencies. Consequently, there is a growing need for a new traffic system capable of identifying the intent behind illegal acts through the verification and continuous tracking of data regarding changes in traffic users—specifically, the increase in illegal behavior—and effectively resolving fairness issues that will emerge as autonomous driving becomes fully operational. Furthermore, under current traffic systems, it is difficult to identify and track individual vehicles, making it challenging to determine the intent behind illegal acts such as cutting in.

[0003] Therefore, there is a need for technological development to provide road traffic fairness management information that can reduce users' time and economic losses by addressing these issues and minimizing traffic disruption caused by the introduction of autonomous vehicles.

[0004] Prior Art: Korean Registered Patent No. 10-2248658 (April 29, 2021) Traffic management system using artificial intelligence

[0005] The problem to be solved in the present disclosure is to provide a service that obtains user vehicle information including identity information for a user vehicle based on sensing information obtained from a plurality of sensors, obtains user order difference information which is the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road based on the user vehicle information, obtains average order difference information which is the average of the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road based on the sensing information, and provides fairness management information based on the comparison result of the user order difference information and the average order difference information.

[0006] As a technical means for achieving the technical problem described above, a method for providing fairness management information in a traffic environment by a device according to the first aspect of the present disclosure may include: a step in which a processor obtains user vehicle information including identity information for a user vehicle based on sensing information obtained from a plurality of sensors; a step in which the processor obtains user order difference information, which is the difference between the order value of the user vehicle arriving at a driving road and the order value of the user vehicle leaving the driving road, based on the user vehicle information; a step in which the processor obtains average order difference information, which is the average of the difference between the order value of the user vehicle arriving at a driving road and the order value of the user vehicle leaving the driving road for each vehicle on the driving road based on the sensing information; and a step in which the processor provides the fairness management information based on the comparison result of the user order difference information and the average order difference information.

[0007] Additionally, the step of providing fairness management information based on the above comparison result may include a step of determining that the user vehicle has violated fairness if the above comparison result is greater than or equal to a threshold value.

[0008] Additionally, the user vehicle information may include at least one of identity information regarding the user vehicle, road structure information regarding the driving road, and information on the time spent on the driving road.

[0009] Additionally, the method may further include the step of obtaining driving history information including at least one of turn signal usage information at the moment the user vehicle enters the road, distance information with a rear vehicle, and emergency situation occurrence information based on the user vehicle information; the step of determining a level of intentionality regarding the driving of the user vehicle based on the user vehicle information and the driving history information; the step of determining a fairness infringement point for the user vehicle based on the user order difference information and the level of intentionality; and the step of counting the fairness infringement point during the preset period.

[0010] In addition, the above intentionality level may include at least one of a first intentionality level determined based on the road structure information and the emergency situation occurrence information, a second intentionality level determined based on the turn signal usage information, and a third intentionality level determined based on the distance information from the vehicle behind.

[0011] Additionally, the step of determining the fairness infringement point may include the step of updating the first level of intentionality to the second level of intentionality if the period of repeated occurrence of the first level of intentionality regarding the driving of the user vehicle is less than a preset period.

[0012] A device for providing fairness management information in a traffic environment according to a second aspect of the present disclosure may include a processor that acquires user vehicle information including identity information for a user vehicle based on sensing information acquired from a plurality of sensors, acquires user order difference information which is the difference between the order value of arrival at a driving road and the order value of departure from a driving road based on the user vehicle information, acquires average order difference information which is the average of the difference between the order value of arrival at a driving road and the order value of departure from a driving road for each vehicle on the driving road based on the sensing information, and provides the fairness management information based on the comparison result of the user order difference information and the average order difference information.

[0013] According to one embodiment of the present disclosure, by identifying illegal acts such as cutting in by existing traffic users in a traffic environment using data, determining the intent of the illegal acts, and providing fairness management information accordingly, traffic disruption can be minimized and the efficiency of road traffic can be improved.

[0014] In addition, by providing information on how well fairness is being maintained in specific sections, it can help manage smooth traffic flow.

[0015] In addition, by judging the intentionality of cutting in differently depending on the situation, accurate and equitable fairness management information can be provided, and user satisfaction can be improved accordingly.

[0016] The effects of the present disclosure are not limited to those mentioned above, and other unmentioned effects will be clearly understood by a person skilled in the art from the description below.

[0017] FIG. 1 is a block diagram schematically illustrating the configuration of a device providing process management information according to one embodiment.

[0018] FIG. 2 is a flowchart illustrating each step of operation of a device providing process management information according to one embodiment.

[0019] FIG. 3 is a configuration diagram showing the network configuration of a fairness management information provision system according to one embodiment.

[0020] Figures 4 and 5 are drawings illustrating an example of a device applying cut-in prevention and permission in a road environment.

[0021] FIG. 6 is a diagram illustrating an example in which a device according to one embodiment provides fairness management information in a road environment.

[0022] The advantages and features of the present disclosure and the methods for achieving them will become clear by referring to the embodiments described below in detail together with the accompanying drawings. However, the present disclosure is not limited to the embodiments disclosed below and may be implemented in various different forms; the embodiments provided are merely to make the disclosure complete and to fully inform those skilled in the art of the scope of the present disclosure.

[0023] The terms used in this specification are for describing embodiments and are not intended to limit the disclosure. In this specification, the singular form includes the plural form unless specifically stated otherwise in the text. The terms “comprises” and / or “comprising” as used in this specification do not exclude the presence or addition of one or more other components in addition to the components mentioned. Throughout the specification, the same reference numerals refer to the same components, and “and / or” includes each of the mentioned components and all combinations of one or more. Although terms such as “first,” “second,” etc., are used to describe various components, these components are not limited by these terms. These terms are used merely to distinguish one component from another. Accordingly, the first component mentioned below may be the second component within the technical scope of this disclosure.

[0024] Unless otherwise defined, all terms used herein (including technical and scientific terms) may be used in a meaning commonly understood by a person skilled in the art. Additionally, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0025] Spatially relative terms such as "below," "beneath," "lower," "above," and "upper" may be used to facilitate the description of the relationship between one component and other components as illustrated in the drawings. Spatially relative terms should be understood as encompassing different orientations of components during use or operation, in addition to the orientations depicted in the drawings. For example, if a component depicted in a drawing is inverted, a component described as "below" or "beneath" of another component may be placed "above" of that component. Therefore, the exemplary term "below" may encompass both the lower and upper directions. Components may also be oriented in other directions, and accordingly, spatially relative terms may be interpreted according to the orientation.

[0026] Various embodiments are described in detail below with reference to the drawings.

[0027] FIG. 1 is a block diagram schematically illustrating the configuration of a device (100) that provides process management information according to one embodiment.

[0028] Referring to FIG. 1, the device (100) may include a receiver (110) and a processor (120).

[0029] A processor (120) according to one embodiment can obtain user vehicle information including identity information for a user vehicle based on sensing information obtained from a plurality of sensors by a receiver (110). Additionally, a processor (120) according to one embodiment can obtain user order difference information based on the user vehicle information, which is the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road. Additionally, a processor (120) according to one embodiment can obtain average order difference information based on the sensing information, which is the average of the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road. Additionally, a processor (120) according to one embodiment can provide fairness management information based on the comparison result of the user order difference information and the average order difference information.

[0030] In addition, the device (100) providing fairness management information in a traffic environment may be combined with various conventional network combinations, such as an internet network or a mobile communication network, in the process of obtaining sensing information from a plurality of sensors at a receiver (110), obtaining user vehicle information including identity information for a user vehicle based on the sensing information at a processor (120), obtaining user order difference information which is the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road based on the user vehicle information, obtaining average order difference information which is the average of the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road based on the sensing information, and providing fairness management information based on the comparison result of the user order difference information and the average order difference information, and it should be noted that there are no special limitations on this.

[0031] Throughout the specification, "vehicle" may refer to any moving object, including automobiles. Throughout the specification, "road" may refer to the path of any moving object.

[0032] A processor (120) included in the device (100) can obtain user vehicle information including a random ID for the user vehicle based on sensing information obtained from a plurality of sensors. The processor (120) can assign fairness points by calculating how long the user vehicle stays on the driving road. The processor (120) can provide fairness management information by storing, deleting, transmitting, or comparing the fairness points of the user vehicle. Fairness points may be part of the fairness management information.

[0033] Fairness points can be calculated by utilizing the entry-exit order or the difference in entry-exit times for a specific interval.

[0034] The processor (120) can determine whether fairness is violated based on whether the fairness point is above a threshold value or based on the difference from the fairness point values ​​of other vehicles.

[0035] When providing fairness management information, the processor (120) may use one or more of vehicle identity information for a user vehicle, identity information of a vehicle user, and information about a specific section when storing, deleting, transmitting, or comparing fairness points.

[0036] Here, information regarding a specific section may include location-identifiable information such as road structure information, road location information, GPS information, and facility information.

[0037] The processor (120) can determine the intentionality regarding the infringement of fairness for the user vehicle, record a new fairness point, or update an existing recorded fairness point based on the recognition information of the vehicle or the identity of the vehicle user or information about a specific section.

[0038] When determining intentionality regarding the infringement of fairness, the severity of the infringement and the number of repetitions within a pre-established period may be considered.

[0039] The processor (120) can adjust fairness points for special purpose vehicles such as emergency vehicles or vehicles or users with a specific range of fairness points.

[0040] The processor (120) included in the user vehicle can receive fairness points and respond or request a response.

[0041] The processor (120) can request a response by transmitting fairness points to the user vehicle. Here, the response may include various methods utilizing the received information, such as moving locations, changing speed and direction, changing routes, and adjusting the distance between vehicles.

[0042] The processor (120) can compare by section based on fairness points collected in specific sections.

[0043] The device (100) may be included in a server or in a user vehicle.

[0044] In addition, it will be understood by those skilled in the art that, in addition to the components illustrated in FIG. 1, other general-purpose components may be further included in the device (100) providing fairness management information. For example, the device (100) providing fairness management information may further include a memory (not shown) for storing received sensing information and a display (not shown) for providing fairness management information. Alternatively, it will be understood by those skilled in the art that, according to other embodiments, some of the components illustrated in FIG. 1 may be omitted.

[0045] A device (100) providing fairness management information according to one embodiment can be used by a user and can be linked with all types of handheld-based wireless communication devices equipped with a touch screen panel, such as mobile phones, smartphones, PDAs (Personal Digital Assistants), PMPs (Portable Multimedia Players), and tablet PCs, and can also be included in or linked with devices that have a foundation for installing and running applications, such as desktop PCs, tablet PCs, laptop PCs, and IPTVs including set-top boxes.

[0046] A device (100) that provides fairness management information may be implemented as a terminal such as a computer that operates through a computer program to realize the functions described in this specification.

[0047] A device (100) providing fairness management information according to one embodiment may include, but is not limited to, a system (not shown) providing fairness management information and a related server (not shown). A server according to one embodiment may support an application that provides information related to fairness management information.

[0048] In the following description, the device (100) providing fairness management information according to one embodiment will be described primarily in an embodiment in which it independently provides fairness management information, but as previously mentioned, it may also be performed through integration with a server. That is, the device (100) providing fairness management information according to one embodiment and the server may be implemented in an integrated manner in terms of their functions, the server may be omitted, and it can be seen that it is not limited to any one embodiment.

[0049] In one embodiment, the device (100) and the server may be interconnected, and the configuration for providing services related to providing fairness management information by communicating with the user account and the server may be performed by the device (100) or by the server. For example, the device (100) may operate as a server, and below, it will be described uniformly as the device (100).

[0050] FIG. 2 is a flowchart illustrating each step of operation of a device (100) that provides process management information according to one embodiment.

[0051] Referring to step S210, a device (100) according to one embodiment may acquire user vehicle information including identity information for a user vehicle based on sensing information acquired from a plurality of sensors. In one embodiment, the plurality of sensors may include sensors for CCTVs installed on expressways, national highways, special city roads, metropolitan city roads, provincial roads, city roads, and district roads in a traffic environment, and sensors for recognizing vehicles applied to Hi-Pass. In one embodiment, the user vehicle information may include at least one of identity information for a user vehicle, road structure information for a driving road, and information on the time spent on the driving road.

[0052] Referring to step S220, a device (100) according to one embodiment can obtain user order difference information, which is the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road, based on user vehicle information. For example, the device (100) can obtain information about the start point and end point of the road section based on road structure information about the driving road, and based thereon, obtain information about the order of arrival and departure of the user vehicle. In one embodiment, assuming that the order of arrival of the user vehicle corresponds to 3 and the order of departure corresponds to 4, the order difference information can correspond to -1.

[0053] Referring to step S230, a device (100) according to one embodiment can obtain average order difference information, which is the average of the difference between the order value of arrival at the driving road and the order value of departure from the driving road for each vehicle on the driving road, based on sensing information. In one embodiment, the sensing information may include at least one of identity information for each of a plurality of vehicles including a user vehicle, road structure information for the driving road, and time information spent on the driving road. Based on this, the device (100) can obtain the order value of arrival at the driving road and the order value of departure from the driving road for each of a plurality of vehicles during a preset period or a preset time, and can obtain average order difference information, which is the average of the difference between the obtained values.

[0054] Referring to step S240, the device (100) according to one embodiment may provide fairness management information based on the comparison result of user order difference information and average order difference information. For example, the device (100) may determine that the user vehicle has violated fairness if the comparison result is greater than or equal to a threshold value. Additionally, in one embodiment, the device (100) may obtain information on the time spent on a driving road section for each of a plurality of vehicles based on sensing information, obtain information on the average time spent based thereon, and provide fairness management information based on the comparison result with the information on the time spent on the driving road by the user vehicle. For example, the device (100) may determine that the user vehicle has violated fairness if the difference between the average time spent information and the information on the time spent on the driving road by the user vehicle is greater than or equal to a threshold value. In one embodiment, the device (100) may store and manage user order difference information and average order difference information in a preset database, and through this, determine whether the vehicle has violated fairness. For example, if a specific car leaves by 30 at 8:00 AM and comes at 2:00 PM and leaves by 25, the device (100) can determine that the vehicle is very intentional and can determine that fairness has been violated.

[0055] In one embodiment, the device (100) may additionally acquire driving history information including at least one of information on the use of turn signals at the moment the user vehicle enters the road, information on the distance from the vehicle behind, and information on the occurrence of an emergency situation, based on user vehicle information, and may determine a level of intentionality regarding the driving of the user vehicle based on user vehicle information and driving history information. The level of intentionality may indicate the degree of intentionality when the user vehicle performs a cut-in while driving, and the level of intentionality may be determined by assigning different weights to each driving situation based on user vehicle information and driving history information. For example, it may include at least one of a first level of intentionality determined based on road structure information and information on the occurrence of an emergency situation, a second level of intentionality determined based on information on the use of turn signals, and a third level of intentionality determined based on information on the distance from the vehicle behind. In one embodiment, the level of intentionality may be considered to have greater intentionality in the order of the first level of intentionality, the second level of intentionality, and the third level of intentionality. In one embodiment, the device (100) can determine fairness infringement points for a user vehicle based on user order difference information and an intentionality level, and can determine whether the user vehicle infringes fairness based on the result of counting fairness infringement points during a preset period (e.g., 30 days). In one embodiment, the comparison result may represent the difference between the user order difference value and the average order difference value. Specifically, fairness infringement points may be determined based on the value obtained by multiplying the user order difference information and the intentionality level. Specifically, in the case of a road that narrows from a two-lane road to a one-lane road, merging of vehicles may be essential due to the road structure. Additionally, merging may be essential when the road must be yielded to allow emergency vehicles, such as ambulances, police cars, and fire trucks, to pass.Regarding the cutting that occurs in such cases, the device (100) may determine that there is no or very low intent regarding the cutting, and thus may assign a number corresponding to the first level of intent as a very small number, such as 0 or 0.1. For example, assuming the comparison result is 20, if the intention level of the user vehicle is the first level of intent, the fairness infringement point can be determined low by multiplying 20 by 0 or 0.1, because the intention regarding the cutting is low, even if the comparison result is a large value. Additionally, the device (100) may determine the level of intent based on whether the turn signal is used at the moment the user vehicle enters the road. For example, when the user vehicle performs a cut while entering the road, if the turn signal is used, there is a high probability that permission was sought from the vehicle behind for the cut, and there is a high possibility that the cut was performed based on the permission of the vehicle behind. Regarding the cutting-in that occurs in such a case, the device (100) may determine that the intentionality of the cutting-in is low, and thus may determine the number corresponding to the second level of intentionality as a preset value (e.g., 5) that is higher than the first level of intentionality and lower than the third level of intentionality. Additionally, the device (100) may determine the number corresponding to the second level of intentionality differentially based on the number of times the turn signal is used. For example, even if the user vehicle uses the turn signal on the road in question, if the number of times is higher than or equal to a preset number, it may determine that the intentionality is high. Therefore, if the number of times the turn signal is used is less than 5, the device (100) may determine the number corresponding to the second level of intentionality to be 5, and if the number of times the turn signal is used is 5 or more, it may determine that there is relatively more intentionality and determine the number corresponding to the second level of intentionality to be 10, thereby determining the fairness infringement point to be higher.Additionally, the device (100) can determine the level of intentionality based on information regarding the distance from the vehicle behind at the moment the user vehicle enters the road. For example, when a user vehicle enters the road and cuts in, if the distance from the vehicle behind is greater than or equal to a preset distance, it can be considered that the user vehicle cut in under a situation where cutting in from the vehicle behind is permitted; however, if the distance from the vehicle behind is less than the preset distance, it can be determined that the cutting in was performed intentionally under a situation where cutting in from the vehicle behind is not permitted, and it can be determined that it is a dangerous situation where a contact accident may occur due to the cutting in. Therefore, the device (100) can determine that the intentionality of the cutting in such a case is high, and thus can assign a number corresponding to the third level of intentionality higher than the number corresponding to the first and second levels of intentionality. For example, if the distance to the vehicle behind is less than a preset distance (e.g., 2M), the number corresponding to the third level of intent can be determined to be 20, thereby determining the highest fairness infringement point for the user's vehicle.

[0056] In one embodiment, the device (100) may update the first intentional level to a second intentional level if the period of repeated occurrence of the first intentional level for the driving of the user vehicle is less than or equal to a preset period. For example, if an additional cut-in corresponding to the first intentional level is performed for a period less than a preset period (e.g., 20 minutes) after the first intentional level for the driving of the user vehicle has been determined, the device (100) may determine that the additionally occurred cut-in is a cut-in with high intentionality, and may determine the infringement point of the user vehicle to be high by updating the cut-in to a second intentional level with higher intentionality. Likewise, if the period of repeated occurrence of the second level of intentionality regarding the driving of the user vehicle is less than a preset period (e.g., 10 minutes), the device (100) can provide accurate fairness management information by updating the third level of intentionality, which has higher intentionality, to the relevant cutting-in, thereby determining the level of intentionality differently according to the specific situation regarding the repeatedly occurring cutting-in, and thus provide a smooth road traffic system.

[0057] In other embodiments, the magnitude of the weights assigned to determine the level of intentionality may be determined variably. In one embodiment, the device (100) may additionally acquire surrounding traffic congestion information, lane information regarding the lane at the moment the user vehicle enters the road, and information regarding the difference in speed between the user vehicle and the vehicle speed of the vehicle behind at the moment the user vehicle enters the road, and may determine the level of intentionality based on weights assigned in the order of lane information, speed difference information, distance information from the vehicle behind, congestion information, and turn signal usage information, with the lowest weight assigned. For example, lane changes may be possible in a permitted section if the lane is a dashed line. Therefore, if the lane information at the moment the user vehicle enters the road does not match the lane change possibility information, the cutting in may be judged to have high intentionality. Therefore, the highest weight may be assigned to the lane information. Furthermore, if there is a significant difference between the speed of the vehicle behind and the user's vehicle at the moment of road entry, it can be assumed that the user's vehicle cut in even though cutting in was not permitted by the vehicle behind, and since this can be judged as highly intentional, a high weight of second rank may be assigned to the speed difference information. Additionally, while it can be judged that the smaller the gap with the vehicle behind at the moment of road entry, the higher the likelihood that the user's vehicle cut in, its importance may be somewhat reduced in congested traffic situations where the gap may be narrow even if the vehicle behind allowed the cut-in; therefore, a high weight of third rank may be assigned to the gap information with the vehicle behind. Moreover, depending on the surrounding traffic congestion situation, while it can be judged that the intentionality of cutting in is higher the more congested the traffic is, it may be difficult to determine the specific elements of that situation, so a high weight of fourth rank may be assigned to the surrounding traffic congestion situation.Additionally, while the information on the use of turn signals may be judged to indicate low intent regarding the user's cutting in, it may be difficult to know the information regarding the permission of the vehicle behind to cut in, so the information on the use of turn signals may be given a high weight of 5th priority. Therefore, the device (100) can assign different priority weights to determine the level of intent, thereby improving the user's convenience in providing fairness management information.

[0058] In one embodiment, the device (100) can obtain location information for each vehicle in a specific section from sensing information and obtain a difference value between the location information of each vehicle. The device (100) may also provide fairness management information based on the difference value between the location information. For example, assuming that a specific vehicle is stopped in the middle of the road and obstructing traffic flow, other vehicles may pass by quickly while the vehicle in question remains stopped in place. In this case, a large difference value may occur between the location information of the vehicle in question and other vehicles. If the difference value is greater than or equal to a preset value, the device (100) may determine that an infringing act has occurred and provide a notification regarding this to an administrator account or to the vehicle in question that is stopped in place. Through this, the vehicle in question can be encouraged to move to another location, and smooth traffic flow can be managed.

[0059] FIG. 3 is a configuration diagram showing the network configuration of a fairness management information provision system according to one embodiment. Referring to FIG. 3, the device (100) can obtain user vehicle information including identity information for a user vehicle based on sensing information obtained from a plurality of sensors. Additionally, based on the user vehicle information, it can obtain user order difference information, which is the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road. Additionally, based on the sensing information, it can obtain average order difference information, which is the average of the difference between the order value of the user vehicle arriving at the driving road and the order value of the user vehicle leaving the driving road. Furthermore, by providing fairness management information based on the comparison result of the user order difference information and the average order difference information, it is possible to manage information regarding cutting in that may occur in a traffic environment and minimize traffic confusion caused by such cutting in, and by providing information on how well fairness is maintained in a specific section, it is possible to help manage smooth traffic flow.

[0060] FIGS. 4 and FIGS. 5 are drawings illustrating an example of a device (100) applying and allowing cutting in in a road environment. Referring to FIGS. 4 and FIGS. 5, the device (100) may apply cutting in prevention to a vehicle performing a cut in based on the fairness that the vehicle that enters first exits first. For example, if a red vehicle with an arrival order of 25 in FIG. 4 cuts in front of a blue vehicle, the difference between the arrival order and exit order of the red vehicle is determined to be 23, and the difference between the arrival order and exit order of the blue vehicle and the light green vehicle is determined to be -1 each, so it can be determined that the red vehicle has violated fairness. However, the device (100) may also determine fairness appropriately depending on the situation. As shown in FIG. 5, when a red vehicle cuts in front of a blue vehicle, the difference between the arrival order and the departure order of the red vehicle is determined to be 23. However, if the red vehicle is an ambulance, the device (100) determines that the cutting is permitted and multiplies the order difference value of each vehicle by 0, thereby determining that the fairness of the red vehicle's cutting is not compromised. Therefore, by determining the difference value between the arrival order and the departure order differently depending on the situation, the device (100) can provide accurate and equitable fairness management information regarding road traffic, thereby enabling the provision of smooth traffic management services and improving user satisfaction.

[0061] FIG. 6 is a diagram illustrating an example in which a device (100) according to an embodiment provides fairness management information in a road environment. Referring to FIG. 6, in an embodiment, the device (100) can detect violations and determine cutting in through an image recognition and sensor fusion system. In addition, it can predict the probability of cutting in based on the road traffic environment and perform location information data combination of a user vehicle through autonomous driving data combination. Furthermore, it can identify the intentionality of a vehicle cutting in through the identification of causality of probability-based data and perform distance recognition between vehicles through a 3D generation solution based on 2D data.

[0062] In one embodiment, the fairness point according to the present invention is not limited to functioning merely as a fairness management indicator for determining the first-in, first-out relationship between vehicles or whether cutting in occurs, but can also be utilized as a multi-purpose indicator to achieve various traffic operation objectives.

[0063] Purpose Content Safety - Prevention of traffic accidents - Protection of pedestrians and vulnerable groups such as the elderly, disabled, and children - Management of dangerous behaviors such as speeding, signal violations, tailgating, and cutting in - Securing priority passage for emergency vehicles and normalizing traffic flow - Notification or response to unexpected situations such as breakdowns, falling objects, and construction - Reduction of risk in situations with increased risk, such as day / night shifts and inclement weather Efficiency - Optimization of driving routes - Optimization of traffic signals such as Green Wave and Adaptive Signal Control - Reduction of traffic congestion and alleviation of delays - Reduction of dwell time at bus stops and intersections - Improvement of public transportation operational efficiency (bus lanes and priority signals) - Optimization of turning efficiency for cargo and logistics vehicles - Demand-responsive signal control - Maximization of efficiency per lane - Increase in throughput relative to capacity Transport Justice · Equity - Prevention of unequal traffic flow that favors only specific directions or regions - Signal operation protecting vulnerable groups, such as extending pedestrian timeouts - Addressing accessibility gaps between regions Reduction - Securing balanced right of way centered on traffic objects such as passenger cars, public transportation, bicycles, and pedestrians - Prioritizing traffic for vehicles under specific conditions - Curbing inconsiderate driving Environment / Sustainability - Managing pollution such as carbon, nitrogen oxides, and particulate matter - Minimizing idling time - Improving the ecosystem (reducing urban noise and vibration) - Activating eco-friendly transportation systems through priority traffic for eco-friendly means City Operations - Achieving policy goals of cities and local governments - Traffic control during festivals, rallies, and events - Responding to emergencies such as disasters, heavy rain / snow, fires, earthquakes, potholes, typhoons, and black ice - Setting detours for construction zones Autonomous Driving / Cooperative Driving (C-ITS / CAV) - Providing information to assist perception and decision-making for autonomous or manually driven vehicles - Transmitting and receiving information messages via V2X, V2V, V2I, V2N, etc. - Addressing risks and confusion in environments where manually driven and autonomous vehicles coexist Mitigation - Operational stability of MaaS, robotaxis, and autonomous busesImproved Efficiency, etc. Economic - Increasing urban trade volume and reducing logistics costs - Enhancing road infrastructure responsiveness for tourism, events, etc. - Improving accessibility through traffic volume management Data-Driven - Collecting traffic data and developing predictive modeling - Utilizing digital twins and digital cousins ​​- Securing long-term data for traffic policy formulation - Automatically detecting abnormal patterns (reckless driving, retaliatory driving, inconsiderate driving) - AI-based traffic demand forecasting and optimization - Establishing a smart city integrated data hub Law & Regulation (Compliance) - Encouraging compliance with road traffic laws - Enforcing illegal parking, traffic violations, and lane violations - Implementing the National ITS Master Plan - Data security and privacy protection Human-Centric - Minimizing unnecessary stops, sudden lane changes, and abrupt braking - Predicting waiting times - Securing mobility rights for the vulnerable, such as the visually and hearing impaired Culture & Society - Increasing urban brand value through smart city operations - Reducing traffic complaints - Enhancing event and tourism carrying capacity - Fair Technological Innovation for Reducing Social Conflicts Caused by Enforcement and Surveillance - Advanced AI-based Intelligent Signal Operations - Cloud-Edge Integrated Smart Control - Drone and Robot-based Road Patrol,

[0064] Referring to Table 1, fairness points can be provided as key information to realize the overall objectives of traffic management, such as safety, efficiency, transport justice, environment, city operations, and autonomous driving / cooperative driving (C-ITS / CAV).

[0065] In terms of safety, objectives such as preventing traffic accidents, protecting pedestrians and vulnerable road users including the elderly, disabled, and children, monitoring dangerous behaviors such as speeding, signal violations, tailgating, and cutting in, ensuring priority passage for emergency vehicles and normalizing traffic flow, responding to unexpected situations such as broken-down vehicles, falling objects, and construction, and reducing risk during day, night, or adverse weather conditions can be achieved.

[0066] In terms of efficiency, objectives such as driving route optimization, signal optimization like Green Wave and Adaptive Signal Control, traffic congestion relief, reduction of time spent at bus stops and intersections, improvement of operational efficiency through priority operation of public transportation, improvement of turning efficiency of logistics vehicles, demand-based signal control, maximization of flow efficiency per lane, and increase throughput relative to road capacity can be achieved.

[0067] In terms of justice and equity, objectives such as preventing unequal flow that favors only specific directions or regions, operating signals to protect vulnerable groups such as extending pedestrian remaining time, reducing accessibility gaps between regions, securing balanced right of way for various traffic entities including private cars, public transport, bicycles, and pedestrians, managing priority traffic for vehicles under specific conditions, and deterring reckless driving can be achieved.

[0068] In terms of the environment, effects such as the reduction of pollutants including carbon, nitrogen oxides, and fine dust, the minimization of idling, the reduction of urban noise and vibration, and the implementation of policies prioritizing eco-friendly transportation can be expected.

[0069] In terms of urban operations, various operational objectives can be achieved, such as supporting the policy goals of the city or local government, controlling traffic during festivals, rallies, and events, responding to disaster situations including heavy rain, heavy snow, fire, earthquake, potholes, typhoons, and black ice, and establishing detours for construction zones.

[0070] In terms of autonomous driving and cooperative driving, it can be utilized for providing information for perception and decision-making by autonomous and manual vehicles, transmitting and receiving V2X, V2V, V2I, and V2N messages, mitigating risks and confusion in mixed environments, and improving the operational stability and efficiency of MaaS, robotaxis, and autonomous buses.

[0071] In addition, fairness points can be utilized in various fields such as the economy, data-driven, compliance, human-centric, social / cultural, and innovation.

[0072] From an economic perspective, it can contribute to increasing urban trade volume, reducing logistics costs, strengthening responsiveness to tourism and events, and improving accessibility.

[0073] In terms of data-driven aspects, it can be utilized for traffic data collection and predictive modeling, digital twin and digital curls-based analysis, securing long-term policy data, automatic detection of aggressive, retaliatory, and inconsiderate driving, AI-based demand forecasting and optimization, and the establishment of an integrated smart city data hub. Through digital curls—virtual models that maintain the semantic meaning or spatial structure of objects or scenes in the real environment—traffic systems can be generalized or managed based on sequence.

[0074] In terms of laws and regulations, it can support the promotion of compliance with the Road Traffic Act, enforcement against illegal parking and traffic violations, implementation of the ITS master plan, and data security and privacy protection.

[0075] From a human-centered perspective, it can be useful for reducing unnecessary stops, sudden lane changes, and sudden braking, predicting waiting times, and protecting the mobility rights of vulnerable groups such as people with disabilities.

[0076] In terms of culture and society, effects such as enhanced city brand value, reduced civil complaints, increased capacity for events and tourism, and reduced social conflict resulting from fair enforcement and surveillance can be expected.

[0077] In terms of technological innovation, it can also be utilized for the advancement of future transportation technologies, such as the sophistication of AI-based intelligent signal operations, cloud-edge integrated control, and drone and robot-based road patrolling.

[0078] In addition, the scope of management for fairness points is not limited to automobiles but can be expanded to various transportation objects such as public transportation, pedestrians, motorcycles, bicycles, personal mobility devices (scooters), AGVs (Automated Guided Vehicles), and AMRs (Autonomous Mobile Robots). This means that the system of the present invention can be integrated and operated in smart cities and complex transportation ecosystems, going beyond the traditional vehicle-centric traffic management system.

[0079] Fairness points can be calculated based on various variables such as vehicle entry order, vehicle exit order, difference between entry and exit order, dwell time, speed, acceleration, location information, duration of presence, parking time, vehicle status, and driving decision-making, and weights can be adjusted by purpose or priority depending on the traffic scenario. Furthermore, the fairness management method of the present invention can be directly applied to a control system or a vehicle-mounted system, or implemented by modularizing it into functional units to interoperate with external components.

[0080] A vehicle's presence on the road encompasses not only a simple stationary state but also the entire process of movement; the sections can be set fixedly or variably by reflecting traffic volume, queue length, and congestion indicators. The sections used to determine entry and exit can be mathematically defined as closed or open sections, and in the case of open sections, fairness assessments can be performed by dynamically considering entry and exit. While the primary principle is fundamentally First-In, First-Out (FIFO) within the section, Last-In, First-Out (LIFO) may be more effective in deadlock situations, such as dead ends, allowing for adjustment of fairness points according to the situation.

[0081] Furthermore, utilizing fairness points in tunnels, bridges, intersections, highways, curves, merging sections, and areas where lane changes are prohibited enables the efficient determination of violations such as illegal lane changes, cutting in, and illegal parking. Reflecting these section-specific characteristics enhances the accuracy of fairness judgments and enables stable decision-making across various road types.

[0082] This invention may be based on the veil of ignorance and the difference principle presented in John Rawls's theory of justice, which provides a philosophical foundation for establishing a fairness system that applies equal rules to all traffic objects so that they are neither advantageous nor disadvantageous to a specific group, while considering reasonable equity based on road conditions or structural differences. In addition, concepts of justice from various philosophers such as Plato, Aristotle, Hobbes, Locke, Rousseau, Bentham, Mill, Nozick, Amartya Sen, Nussbaum, Michael Sandel, Nancy Fraser, and Eastern philosophers such as Confucius, Mencius, and Mozi can be referenced, and the fairness management system can be designed differently depending on the era and situation.

[0083] Plato's definition emphasizes the distribution of roles and responsibilities suited to individual abilities and natures; accordingly, future transportation systems can be envisioned as operating by distributing these roles and responsibilities among transportation entities. For instance, an emergency autonomous vehicle could assume the role of moving as quickly as possible and bear the responsibility for emergency transport, while a crime prevention autonomous vehicle could perform the role of local patrolling and assume the responsibility for crime prevention. The control center could play a supporting role in ensuring that each transportation entity operates according to its assigned role and responsibility.

[0084] Aristotle's definition of justice emphasizes distribution in proportion to an individual's value, ability, and contribution, and accordingly, future transportation systems can be operated in a manner that distributes limited resources in proportion to the value, ability, and contribution of transportation objects.

[0085] Hobbes's definition emphasizes keeping to agreed contracts, and the transportation system based on this generates an agreement between defined transportation objects and can be operated in a manner that adheres to it.

[0086] Locke's definition of justice emphasizes natural rights, such as living according to natural law and not infringing upon the life, liberty, or property of others, and a transportation system based on this can be operated so that transportation objects comply with natural law.

[0087] Rousseau’s definition of justice emphasizes the pursuit of common interests and the maintenance of equality and liberty in accordance with the general will; accordingly, a transportation system can be operated to observe the general will of transportation objects and intervene when a specific indicator reaches a specific value.

[0088] Bentham's definition of justice emphasizes bringing the greatest happiness to the greatest number, and consequently, transportation systems can be operated to contribute to the promotion of the greatest benefit of society as a whole.

[0089] Mill's definition of justice inherits Bentham's utilitarianism and emphasizes individual rights and freedoms; accordingly, transportation systems can be operated to promote the happiness of society as a whole while protecting individual freedoms and rights to the maximum extent.

[0090] Robert Nozick's definition emphasizes the minimal role of the state and the protection of individual property rights, and accordingly, transportation systems can play a role in protecting the legitimate rights of transportation objects.

[0091] Amartya Sen’s definition emphasizes progressively improving lives and reducing injustice by considering individual capabilities; accordingly, transportation systems can be operated to enhance pedestrian mobility in areas primarily used by the transportation vulnerable, such as hospitals and schools, or to preserve the capabilities of each transportation object by applying differential weights in cases where false positive rates are high due to data inequality, such as with wheelchairs or strollers.

[0092] Nussbaum’s definition emphasizes the concrete and normative guarantee of core competencies for the sake of human dignity, and consequently, transportation systems can be operated centered on human drivers.

[0093] Michael Sandel's definition emphasizes the pursuit of the common good through public deliberation, and consequently, transportation systems can pursue the common good based on citizen participation and operate based on social consensus.

[0094] Nancy Fraser's definition of justice emphasizes the balance of economic distribution, cultural recognition, and political representation, and based on this, transportation systems can design and operate transportation justice indicators.

[0095] Confucius's definition of justice emphasizes morality, the harmony of relationships, and community responsibility; accordingly, transportation systems based on this principle are grounded in people-centered moral fairness in their design and can be operated to realize harmony among transportation entities.

[0096] Mencius's definition of justice emphasizes emotion-based morality and consideration for the vulnerable, and consequently, traffic systems can be operated using a management approach based on situational awareness.

[0097] Mozi's definition emphasizes benefiting without discrimination and realizing the realistic public good through the efficient use of resources; when applied to transportation systems, this can be utilized for designing non-discriminatory AI algorithms, early detection and enforcement of threatening road behaviors, designing systems for the efficient use of transportation budgets, and making data-driven decisions.

[0098] The reason for asserting the necessity of fairness management in this invention is that the development of transportation systems and means of transportation results in tangible and intangible surpluses in transportation systems, and consequently, issues of distribution and ethics follow; therefore, it is intended to reduce the confusion of a changing society by connecting this with justice.

[0099] In the process of calculating fairness points, various detection means such as road infrastructure like CCTVs, vehicle sensors, terminal-based detection data, drones, and IoT sensors can be utilized. Furthermore, fairness points serve as indicators for analyzing traffic data in various driving modes, including autonomous driving, remote driving, and manual driving. When combined with machine learning methods such as RAG, reinforcement learning, supervised learning, unsupervised learning, and evolutionary algorithms, they can play a crucial role in future intelligent transportation systems by generating local contextual information, optimizing traffic policies, creating statistical or synthetic data, operating smart city swarm intelligence systems, analyzing urban traffic complex systems, and optimizing central control.

[0100] As such, the fairness point of the present invention can be extended beyond the judgment of traffic flow fairness to become a core data element encompassing safety, efficiency, sustainability, equity, autonomous driving cooperation, and smart city operations across urban transportation.

[0101] Various embodiments of the present disclosure may be implemented as software comprising one or more instructions stored in a storage medium (e.g., memory) readable by a machine (e.g., a display device or a computer). For example, a processor (120) of the machine (e.g., processor (120)) may call at least one of the one or more instructions stored from the storage medium and execute it. This enables the machine to be operated to perform at least one function according to the at least one called instruction. The one or more instructions may include code generated by a compiler or code that can be executed by an interpreter. The storage medium readable by the machine may be provided in the form of a non-transitory storage medium. Here, 'non-temporary' merely means that the storage medium is a tangible device and does not contain a signal (e.g., electromagnetic waves), and this term does not distinguish between cases where data is stored semi-permanently and cases where it is stored temporarily.

[0102] According to one embodiment, the method according to the various embodiments disclosed herein may be provided by being included in a computer program product. The computer program product may be traded between a seller and a buyer as a product. The computer program product may be distributed in the form of a device-readable storage medium (e.g., compact disc read-only memory (CD-ROM)), or distributed online (e.g., download or upload) through an application store (e.g., Play Store™) or directly between two user devices (e.g., smartphones). In the case of online distribution, at least a portion of the computer program product may be temporarily stored or temporarily created in a device-readable storage medium, such as the memory of a manufacturer's server, an application store's server, or a relay server.

[0103] Although the present invention has been described with reference to the illustrated drawings, it is not limited by the disclosed embodiments and drawings, and those skilled in the art will understand that it may be implemented in modified forms without departing from the essential characteristics of the above description. Therefore, the disclosed methods should be considered in an illustrative rather than a restrictive sense. Even if the effects of the configuration according to the present invention are not explicitly described in the description of the embodiments, effects predictable by said configuration may also be recognized. The scope of the present invention is defined by the claims, not by the foregoing description, and all variations within the equivalent scope thereof should be interpreted as being included in the present invention.

Claims

1. In a method for a device to provide fairness management information in a traffic environment, A step in which a processor obtains user vehicle information including an arbitrary ID for a user vehicle based on sensing information obtained from a plurality of sensors; The step of the processor calculating how long the user vehicle stays on the driving road and assigning fairness points; and A method comprising the step of the processor providing fairness management information by storing, deleting, transmitting, or comparing fairness points of the user vehicle.

2. In Paragraph 1, A method further comprising the step of determining whether fairness is violated based on whether the fairness point is greater than or equal to a threshold value or based on the difference from the fairness point values ​​of other vehicles.

3. In Paragraph 1, The step of providing the above-mentioned fairness management information A method of using one or more of vehicle identity information for the user vehicle, identity information of the vehicle user, and information regarding a specific section when storing, deleting, transmitting, or comparing the above fairness points.

4. In Paragraph 3, A method comprising the step of determining intentionality regarding fairness infringement for said user vehicle, recording a new fairness point, or updating an existing recorded fairness point based on recognition information of the vehicle or information regarding the identity of the vehicle user or a specific section.

5. In Paragraph 3, A method further comprising the step of adjusting the fairness point for special purpose vehicles such as emergency vehicles, or for vehicles or users having a specific range of fairness points.

6. In Paragraph 1, A method comprising the step of the user vehicle receiving the fairness point and responding or requesting a response.

7. In Paragraph 1, A method further comprising the step of comparing by interval based on fairness points collected in specific intervals.

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