KR-20260063109-A - MOBILITY ROUTE CONTROL SYSTEM AND METHOD

Abstract

One embodiment provides a mobility route control system comprising: an OpenDTC module that converts a Diagnostic Trouble Code (DTC) generated within a mobility into an OpenDTC code; a wireless communication module that transmits the OpenDTC code externally and receives another OpenDTC code transmitted from another mobility; and a route change control module that evaluates the influence of the other mobility on the route of the mobility through the other OpenDTC code and determines whether to change or maintain the route.

Inventors

• 전상민
• 이훈동

Assignees

• 현대오토에버 주식회사

Dates

Publication Date

20260507

Application Date

20241030

Claims (20)

1. An OpenDTC module that converts a single DTC (Diagnostic Trouble Code) generated within the mobility into a single OpenDTC code; A wireless communication module that transmits the above-mentioned OpenDTC code externally and receives another OpenDTC code transmitted from another mobility; and A route change control module that evaluates the impact of the other mobility on the route of the mobility through the other Open DTC code mentioned above and decides to change or maintain the route. A mobility route control system including
2. In paragraph 1, A mobility route control system further comprising a safety monitoring module that recognizes the above-mentioned other Open DTC codes, evaluates the safety of the mobility, and transmits the evaluation result to the route change control module.
3. In paragraph 1, The DTC code system of the above mobility, the DTC code system of the above other mobility, and the open DTC code system are different mobility route control systems.
4. In paragraph 1, The above wireless communication module is a mobility route control system that transmits to the outside by adding a key value to the above open DTC code.
5. In paragraph 4, A mobility route control system in which the above OpenDTC module verifies the other OpenDTC code by comparing the other key value received along with the other OpenDTC code with a reference key value received in advance from an external server.
6. In paragraph 5, The above wireless communication module is a mobility route control system that receives the above one key value and the above reference key value from the above external server.
7. In paragraph 6, A mobility route control system in which the above external server generates the above day key value or the above reference key value differently depending on the location and time of the above mobility or the above other mobility.
8. In paragraph 1, A mobility route control system that changes the reception cycle of an OpenDTC code received from the outside by the wireless communication module according to the above other OpenDTC code.
9. In paragraph 8, A mobility route control system that changes the reception cycle of Open DTC codes received from the outside by the wireless communication module according to the number of Open DTC codes received from the outside within a set period of time.
10. In paragraph 1, The above wireless communication module is a mobility route control system that transmits the above open DTC code externally via broadcasting.
11. In paragraph 1, A mobility route control system in which the above wireless communication module receives the other Open DTC code through direct communication with the other mobility or through a central control unit.
12. In paragraph 1, A mobility route control system in which the above wireless communication module receives route information of the other mobility through communication with the other mobility.
13. In a method for a device to control a mobility route, A step of converting a daily DTC (Diagnostic Trouble Code) generated within the mobility into a daily Open DTC code; A step of transmitting the above-mentioned OpenDTC code externally; A step of receiving another OpenDTC code transmitted from another mobility; A step of evaluating the impact of the other mobility on the route of the mobility through the other open DTC code; and A step of deciding to change or maintain the route of the above mobility A mobility route control method including
14. In Paragraph 13, In the above-mentioned OpenDTC code or the above-mentioned other OpenDTC code, A mobility route control method comprising information on at least one problem among engine and powertrain abnormalities, gas pressure abnormalities, steering system abnormalities, electrical system abnormalities, sensor abnormalities and airbag system abnormalities.
15. In Paragraph 13, A mobility route control method in which the above-mentioned Open DTC code is simultaneously transmitted to a central control device and the other mobility.
16. In Paragraph 13, In the step of transmitting the above-mentioned OpenDTC code externally, A mobility route control method that transmits a key value to the outside along with the above-mentioned open DTC code.
17. In Paragraph 16, A mobility route control method in which a message combining the above-mentioned open DTC code and the above-mentioned key value is encrypted and then transmitted.
18. In Paragraph 17, A mobility route control method in which the above-mentioned key value is generated in a cloud device and shared with the mobility and the other mobility.
19. In Paragraph 13, A mobility route control method further comprising the step of changing the reception period of an OpenDTC code received from an external source according to the above-mentioned other OpenDTC code.
20. A step of converting a daily DTC (Diagnostic Trouble Code) generated within the mobility into a daily Open DTC code; A step of transmitting the above-mentioned OpenDTC code externally; A step of receiving another OpenDTC code transmitted from another mobility; A step of evaluating the impact of the other mobility on the route of the mobility through the other open DTC code; and A step of deciding to change or maintain the route of the above mobility A computer program stored on a medium to execute.

Description

Mobility Route Control System and Method This embodiment relates to a technology for controlling the route of mobility. In mobility systems such as UAM (Urban Air Mobility), flight path control is a critical element. In particular, preventing collisions with other forms of mobility is a major technical challenge. Due to the nature of flying over urban areas, UAM requires the management of interactions not only with ground traffic but also with other air mobility. To this end, flight path control systems must be equipped with precise location tracking, real-time data transmission, and the ability to predict traffic conditions. Route control encompasses three major elements. First, it involves collecting location information for each mobility unit in real time through a sensor network. This allows for the determination of each unit's current location and speed, as well as the calculation of its expected path. Second, it is necessary to share this data with other mobility units or ground control centers via a communication system. Such communication requires high speed and low latency, enabling all mobility units to know each other's locations and planned paths in real time. Finally, potential collision risks must be analyzed through a central control system or distributed autonomous control algorithms, and the path must be modified accordingly. Operating such flight path control systems requires addressing numerous technical challenges. First, standardized communication protocols are necessary to ensure interoperability among flight mobility devices. This enables mobility devices from different manufacturers to interact through a unified information system. Additionally, since flight path control algorithms must plan and modify flight paths by considering multiple variables, enhancing the accuracy and reliability of these algorithms is a critical task. In addition, integration with ground infrastructure is essential for UAM flight path control. To minimize interference with ground traffic during landing or takeoff, connectivity with urban ground transportation systems is required. To achieve this, integrated data sharing with urban traffic management systems must be established, enabling real-time adjustment of optimal flight paths and landing points. However, all of these technical details pertain to situations where mobility operates normally. Mobility establishes a route that avoids collisions by receiving route information from other mobility; however, if other mobility operates abnormally, it becomes difficult to avoid collisions using only this method. For example, if a specific mobility fails to transmit correct location information or behaves unexpectedly due to communication errors or system failures, existing route control algorithms may have limitations in collision avoidance. To prepare for such cases, an auxiliary safety mechanism capable of responding to abnormal situations is required, and each mobility must be equipped with the ability to independently perceive its surroundings and perform immediate evasive maneuvers. FIG. 1 is a configuration diagram of a mobility route control system according to one embodiment. FIG. 2 is a diagram illustrating an example of a route change control of a mobility according to one embodiment. FIG. 3 is a diagram illustrating information exchange between mobility and peripheral devices according to one embodiment. FIG. 4 is a diagram illustrating the process of encrypting and decrypting an OpenDTC code in a mobility according to one embodiment. FIG. 5 is a diagram showing a cloud device changing a key value according to one embodiment. FIGS. 6 to 8 are first example flowcharts of a mobility route control method according to one embodiment. FIG. 9 is a second example flowchart of a mobility route control method according to one embodiment. Hereinafter, some embodiments of the present invention will be described in detail with reference to the exemplary drawings. It should be noted that in assigning reference numerals to the components of each drawing, the same components are given the same reference numeral whenever possible, even if they are shown in different drawings. Furthermore, in describing the present invention, if it is determined that a detailed description of related known components or functions could obscure the essence of the invention, such detailed description is omitted. In addition, terms such as first, second, A, B, (a), (b), etc., may be used when describing the components of the present invention. These terms are intended only to distinguish the components from other components, and the essence, order, or sequence of the components is not limited by the terms. Where it is stated that a component is "connected," "combined," or "connected" to another component, it should be understood that the component may be directly connected or connected to the other component, but that another component may also be "connected," "combined," or "connected" b