Patent Publication Number: US-2022214701-A1

Title: Autonomous vehicle and authentication agency method thereof

Description:
TECHNICAL FIELD 
     The present invention relates to an autonomous vehicle and an authentication agency method thereof and, more particularly, to autonomous vehicle and authentication agency method thereof 
     BACKGROUND ART 
     A vehicle is one of transportation that carries users in the vehicle in a desired direction and a car can be representatively exemplified. Vehicles provide convenience for moving to users, but it is required to carefully look at the front area and the rear area while driving. The front area and the rear area may mean driving interference factors such as an object, that is, a person, a vehicle, and an obstacle that approach or are positioned around a vehicle. 
     An autonomous vehicle can drive itself without intervention of a driver. Many companies have already gone into the autonomous vehicle business and are absorbed in research and development. 
     DISCLOSURE 
     Technical Problem 
     Passengers of an autonomous vehicle do not need to intervene driving in driving but can determine a route or purchase a service during autonomous driving. Passenger authentication is required in this process. 
     Sleeping and driving can be allowed for passengers in an autonomous vehicle. Passengers in an autonomous vehicle may have difficult in normal thinking or may fall into an emergency situation. These passengers may have difficulty in taking authentication or may not be authenticated. 
     An object of the present invention is to solve the necessities and/or problems described above. 
     Another object of the present invention is to provide an autonomous vehicle that can provide an authentication agency service to passengers in a situation in which authentication process is difficult, and an authentication agency method thereof. 
     The objects of the present invention are not limited to the objects described above and other objects will be clearly understood by those skilled in the art from the following description. 
     Technical Solution 
     An autonomous vehicle according to an embodiment of the present invention includes: a controller that outputs a location and a route of the vehicle when an event requiring authentication of a passenger occurs; and an authentication system that sets a preliminary zone on the basis of the location and the route of the vehicle input from the controller, attempts direct authentication of the passenger in the preliminary zone, and performs authentication on the basis of data stored in advance or data received through a network after arriving at an authentication zone outside the vehicle when direct authentication of the passenger is failed, 
     The authentication zone includes a store or an organization where the event is finished. 
     An authentication agency method of the autonomous vehicle provides a location-based authentication agency service using the controller and the authentication system. 
     Advantageous Effects 
     Effects of the autonomous vehicle and an authentication method thereof according to the present invention are as follows. 
     The present invention serves authentication on the basis of route and location area information of an autonomous vehicle. 
     The prevent invention serves an authentication process that is reliable in a situation in which authentication is difficult to take or cannot be taken from a passenger, thereby being able to provide desired surfaces to the passenger and actively deal with an emergency situation. 
     The effects of the present invention are not limited to the effects described above and other effects can be clearly understood by those skilled in the art from the following description. 
    
    
     
       DESCRIPTION OF DRAWINGS 
         FIG. 1  is a block diagram of a wireless communication system to which methods proposed in the disclosure are applicable. 
         FIG. 2  is a diagram showing an example of a signal transmission/reception method in a wireless communication system. 
         FIG. 3  shows an example of basic operations of an autonomous vehicle and a 5G network in a 5G communication system. 
         FIG. 4  shows an example of a basic operation between vehicles using 5G communication. 
         FIG. 5  is a diagram showing a vehicle according to an embodiment of the present invention. 
         FIG. 6  is a control block diagram of the vehicle according to an embodiment of the present invention. 
         FIG. 7  is a control block diagram of an autonomous device according to an embodiment of the present invention. 
         FIG. 8  is a diagram showing a signal flow in an autonomous vehicle according to an embodiment of the present invention. 
         FIG. 9  is a diagram illustrating the interior of a vehicle according to an embodiment of the present invention. 
         FIG. 10  is a block diagram that is referred to for describing an automotive cabin system according to an embodiment of the present invention. 
         FIG. 11  is a diagram referred to in description of a usage scenario of a user according to an embodiment of the present invention. 
         FIG. 12  is a flowchart showing an authentication agency method according to an embodiment of the present invention. 
         FIG. 13  is a diagram showing an authentication attempt control method and an authentication attempt method through an agent in the authentication agency method. 
         FIG. 14  is a flowchart showing location-based authentication agency, authentication execution, and authentication disallowance processes in authentication availability determination. 
         FIG. 15  is a flowchart showing in detail a control method of a location-based authentication agency service. 
         FIG. 16  is a diagram showing an example of an autonomous driving route of a vehicle and an authentication zone location. 
         FIG. 17  is a diagram showing an example of an authentication zone and a preliminary zone. 
         FIGS. 18 to 21  are diagrams showing example of a location-based authentication agency service that is provided for various passengers who have difficulty in taking authentication or cannot take authentication in person. 
     
    
    
     MODE FOR INVENTION 
     Description will now be given in detail according to exemplary embodiments disclosed herein, with reference to the accompanying drawings. For the sake of brief description with reference to the drawings, the same or equivalent components may be provided with the same reference numbers, and description thereof will not be repeated. In general, a suffix such as “module” and “unit” may be used to refer to elements or components. Use of such a suffix herein is merely intended to facilitate description of the specification, and the suffix itself is not intended to give any special meaning or function. In the present disclosure, that which is well-known to one of ordinary skill in the relevant art has generally been omitted for the sake of brevity. The accompanying drawings are used to help easily understand various technical features and it should be understood that the embodiments presented herein are not limited by the accompanying drawings. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawings. 
     It will be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another. 
     It will be understood that when an element is referred to as being “connected with” another element, the element can be connected with the other element or intervening elements may also be present. In contrast, when an element is referred to as being “directly connected with” another element, there are no intervening elements present. 
     A singular representation may include a plural representation unless it represents a definitely different meaning from the context. 
     Terms such as “include” or “has” are used herein and should be understood that they are intended to indicate an existence of several components, functions or steps, disclosed in the specification, and it is also understood that greater or fewer components, functions, or steps may likewise be utilized. 
     Hereafter, 5G communication (5 th  generation mobile communication) that a device and/or an AI processor, which requires AI-processed information, requires is described through a paragraph A to a paragraph H. 
     A. Example of block diagram of UE and 5G network 
       FIG. 1  is a block diagram of a wireless communication system to which methods proposed in the disclosure are applicable. 
     Referring to  FIG. 1 , a device (autonomous vehicle) including an autonomous module is defined as a first communication device ( 910  of  FIG. 1 ), and a processor  911  can perform detailed autonomous operations. 
     A 5G network including another vehicle communicating with the autonomous device is defined as a second communication device ( 920  of  FIG. 1 ), and a processor  921  can perform detailed autonomous operations. 
     The 5G network may be represented as the first communication device and the autonomous device may be represented as the second communication device. 
     For example, the first communication device or the second communication device may be a base station, a network node, a transmission terminal, a reception terminal, a wireless device, a wireless communication device, an autonomous device, or the like 
     For example, a terminal or user equipment (UE) may include a vehicle, a cellular phone, a smart phone, a laptop computer, a digital broadcast terminal, personal digital assistants (PDAs), a portable multimedia player (PMP), a navigation device, a slate PC, a tablet PC, an ultrabook, a wearable device (e.g., a smartwatch, a smart glass and a head mounted display (HMD)), etc. For example, the HMD may be a display device worn on the head of a user. For example, the HMD may be used to realize VR, AR or MR. Referring to  FIG. 1 , the first communication device  910  and the second communication device  920  include processors  911  and  921 , memories  914  and  924 , one or more Tx/Rx radio frequency (RF) modules  915  and  925 , Tx processors  912  and  922 , Rx processors  913  and  923 , and antennas  916  and  926 . The Tx/Rx module is also referred to as a transceiver. Each Tx/Rx module  915  transmits a signal through each antenna  926 . The processor implements the aforementioned functions, processes and/or methods. The processor  921  may be related to the memory  924  that stores program code and data. The memory may be referred to as a computer-readable medium. More specifically, the Tx processor  912  implements various signal processing functions with respect to L1 (i.e., physical layer) in DL (communication from the first communication device to the second communication device). The RX processor implements various signal processing functions of L1 (i.e., physical layer). 
     UL (communication from the second communication device to the first communication device) is processed in the first communication device  910  in a way similar to that described in association with a receiver function in the second communication device  920 . Each Tx/Rx module  925  receives a signal through each antenna  926 . Each Tx/Rx module provides RF carriers and information to the Rx processor  923 . The processor  921  may be related to the memory  924  that stores program code and data. The memory may be referred to as a computer-readable medium. 
     B. Signal Transmission/Reception Method in Wireless Communication System 
       FIG. 2  is a diagram showing an example of a signal transmission/reception method in a wireless communication system. 
     Referring to  FIG. 2 , when a UE is powered on or enters a new cell, the UE performs an initial cell search operation such as synchronization with a BS (S 201 ). For this operation, the UE can receive a primary synchronization channel (P-SCH) and a secondary synchronization channel (S-SCH) from the BS to synchronize with the BS and acquire information such as a cell ID. In LTE and NR systems, the P-SCH and S-SCH are respectively called a primary synchronization signal (PSS) and a secondary synchronization signal (SSS). After initial cell search, the UE can acquire broadcast information in the cell by receiving a physical broadcast channel (PBCH) from the BS. Further, the UE can receive a downlink reference signal (DL RS) in the initial cell search step to check a downlink channel state. After initial cell search, the UE can acquire more detailed system information by receiving a physical downlink shared channel (PDSCH) according to a physical downlink control channel (PDCCH) and information included in the PDCCH (S 202 ). 
     Meanwhile, when the UE initially accesses the BS or has no radio resource for signal transmission, the UE can perform a random access procedure (RACH) for the BS (steps S 203  to S 206 ). To this end, the UE can transmit a specific sequence as a preamble through a physical random access channel (PRACH) (S 203  and S 205 ) and receive a random access response (RAR) message for the preamble through a PDCCH and a corresponding PDSCH (S 204  and S 206 ). In the case of a contention-based RACH, a contention resolution procedure may be additionally performed. 
     After the UE performs the above-described process, the UE can perform PDCCH/PDSCH reception (S 207 ) and physical uplink shared channel (PUSCH)/physical uplink control channel (PUCCH) transmission (S 208 ) as normal uplink/downlink signal transmission processes. Particularly, the UE receives downlink control information (DCI) through the PDCCH. The UE monitors a set of PDCCH candidates in monitoring occasions set for one or more control element sets (CORESET) on a serving cell according to corresponding search space configurations. A set of PDCCH candidates to be monitored by the UE is defined in terms of search space sets, and a search space set may be a common search space set or a UE-specific search space set. CORESET includes a set of (physical) resource blocks having a duration of one to three OFDM symbols. A network can configure the UE such that the UE has a plurality of CORESETs. The UE monitors PDCCH candidates in one or more search space sets. Here, monitoring means attempting decoding of PDCCH candidate(s) in a search space. When the UE has successfully decoded one of PDCCH candidates in a search space, the UE determines that a PDCCH has been detected from the PDCCH candidate and performs PDSCH reception or PUSCH transmission on the basis of DCI in the detected PDCCH. The PDCCH can be used to schedule DL transmissions over a PDSCH and UL transmissions over a PUSCH. Here, the DCI in the PDCCH includes downlink assignment (i.e., downlink grant (DL grant)) related to a physical downlink shared channel and including at least a modulation and coding format and resource allocation information, or an uplink grant (UL grant) related to a physical uplink shared channel and including a modulation and coding format and resource allocation information. 
     An initial access (IA) procedure in a 5G communication system will be additionally described with reference to  FIG. 2 . 
     The UE can perform cell search, system information acquisition, beam alignment for initial access, and DL measurement on the basis of an SSB. The SSB is interchangeably used with a synchronization signal/physical broadcast channel (SS/PBCH) block. 
     The SSB includes a PSS, an SSS and a PBCH. The SSB is configured in four consecutive OFDM symbols, and a PSS, a PBCH, an SSS/PBCH or a PBCH is transmitted for each OFDM symbol. Each of the PSS and the SSS includes one OFDM symbol and 127 subcarriers, and the PBCH includes 3 OFDM symbols and 576 subcarriers. 
     Cell search refers to a process in which a UE acquires time/frequency synchronization of a cell and detects a cell identifier (ID) (e.g., physical layer cell ID (PCI)) of the cell. The PSS is used to detect a cell ID in a cell ID group and the SSS is used to detect a cell ID group. The PBCH is used to detect an SSB (time) index and a half-frame. 
     There are 336 cell ID groups and there are 3 cell IDs per cell ID group. A total of 1008 cell IDs are present. Information on a cell ID group to which a cell ID of a cell belongs is provided/acquired through an SSS of the cell, and information on the cell ID among 336 cell ID groups is provided/acquired through a PSS. 
     The SSB is periodically transmitted in accordance with SSB periodicity. A default SSB periodicity assumed by a UE during initial cell search is defined as 20 ms. After cell access, the SSB periodicity can be set to one of {5 ms, 10 ms, 20 ms, 40 ms, 80 ms, 160 ms} by a network (e.g., a BS). 
     Next, acquisition of system information (SI) will be described. 
     SI is divided into a master information block (MIB) and a plurality of system information blocks (SIBs). SI other than the MIB may be referred to as remaining minimum system information. The MIB includes information/parameter for monitoring a PDCCH that schedules a PDSCH carrying SIB 1  (SystemInformationBlock1) and is transmitted by a BS through a PBCH of an SSB. SIB 1  includes information related to availability and scheduling (e.g., transmission periodicity and SI-window size) of the remaining SIBs (hereinafter, SIBx, x is an integer equal to or greater than 2). SiBx is included in an SI message and transmitted over a PDSCH. Each SI message is transmitted within a periodically generated time window (i.e., SI-window). 
     A random access (RA) procedure in a 5G communication system will be additionally described with reference to  FIG. 2 . 
     A random access procedure is used for various purposes. For example, the random access procedure can be used for network initial access, handover, and UE-triggered UL data transmission. A UE can acquire UL synchronization and UL transmission resources through the random access procedure. The random access procedure is classified into a contention-based random access procedure and a contention-free random access procedure. A detailed procedure for the contention-based random access procedure is as follows. 
     A UE can transmit a random access preamble through a PRACH as Msg 1  of a random access procedure in UL. Random access preamble sequences having different two lengths are supported. A long sequence length  839  is applied to subcarrier spacings of 1.25 kHz and 5 kHz and a short sequence length  139  is applied to subcarrier spacings of 15 kHz, 30 kHz, 60 kHz and 120 kHz. 
     When a BS receives the random access preamble from the UE, the BS transmits a random access response (RAR) message (Msg 2 ) to the UE. A PDCCH that schedules a PDSCH carrying a RAR is CRC masked by a random access (RA) radio network temporary identifier (RNTI) (RA-RNTI) and transmitted. Upon detection of the PDCCH masked by the RA-RNTI, the UE can receive a RAR from the PDSCH scheduled by DCI carried by the PDCCH. The UE checks whether the RAR includes random access response information with respect to the preamble transmitted by the UE, that is, Msg 1 . Presence or absence of random access information with respect to Msg 1  transmitted by the UE can be determined according to presence or absence of a random access preamble ID with respect to the preamble transmitted by the UE. If there is no response to Msg 1 , the UE can retransmit the RACH preamble less than a predetermined number of times while performing power ramping. The UE calculates PRACH transmission power for preamble retransmission on the basis of most recent pathloss and a power ramping counter. 
     The UE can perform UL transmission through Msg 3  of the random access procedure over a physical uplink shared channel on the basis of the random access response information. Msg 3  can include an RRC connection request and a UE ID. The network can transmit Msg 4  as a response to Msg 3 , and Msg 4  can be handled as a contention resolution message on DL. The UE can enter an RRC connected state by receiving Msg 4 . 
     C. Beam Management (BM) Procedure of 5G Communication System 
     A BM procedure can be divided into (1) a DL MB procedure using an SSB or a CSI-RS and (2) a UL BM procedure using a sounding reference signal (SRS). In addition, each BM procedure can include Tx beam swiping for determining a Tx beam and Rx beam swiping for determining an Rx beam. 
     The DL BM procedure using an SSB will be described. 
     Configuration of a beam report using an SSB is performed when channel state information (CSI)/beam is configured in RRC_CONNECTED. 
     A UE receives a CSI-ResourceConfig IE including CSI-SSB-ResourceSetList for SSB resources used for BM from a BS. The RRC parameter “csi-SSB-ResourceSetList” represents a list of SSB resources used for beam management and report in one resource set. Here, an SSB resource set can be set as {SSBx 1 , SSBx 2 , SSBx 3 , SSBx 4 , . . . }. An SSB index can be defined in the range of 0 to 63. 
     The UE receives the signals on SSB resources from the BS on the basis of the CSI-SSB-ResourceSetList. 
     When CSI-RS reportConfig with respect to a report on SSBRI and reference signal received power (RSRP) is set, the UE reports the best SSBRI and RSRP corresponding thereto to the BS. For example, when reportQuantity of the CSI-RS reportConfig IE is set to ‘ssb-Index-RSRP’, the UE reports the best SSBRI and RSRP corresponding thereto to the BS. 
     When a CSI-RS resource is configured in the same OFDM symbols as an SSB and ‘QCL-TypeD’ is applicable, the UE can assume that the CSI-RS and the SSB are quasi co-located (QCL) from the viewpoint of ‘QCL-TypeD’. Here, QCL-TypeD may mean that antenna ports are quasi co-located from the viewpoint of a spatial Rx parameter. When the UE receives signals of a plurality of DL antenna ports in a QCL-TypeD relationship, the same Rx beam can be applied. 
     Next, a DL BM procedure using a CSI-RS will be described. 
     An Rx beam determination (or refinement) procedure of a UE and a Tx beam swiping procedure of a BS using a CSI-RS will be sequentially described. A repetition parameter is set to ‘ON’ in the Rx beam determination procedure of a UE and set to ‘OFF’ in the Tx beam swiping procedure of a BS. 
     First, the Rx beam determination procedure of a UE will be described. 
     The UE receives an NZP CSI-RS resource set IE including an RRC parameter with respect to ‘repetition’ from a BS through RRC signaling. Here, the RRC parameter ‘repetition’ is set to ‘ON’. 
     The UE repeatedly receives signals on resources in a CSI-RS resource set in which the RRC parameter ‘repetition’ is set to ‘ON’ in different OFDM symbols through the same Tx beam (or DL spatial domain transmission filters) of the BS. 
     The UE determines an RX beam thereof. 
     The UE skips a CSI report. That is, the UE can skip a CSI report when the RRC parameter ‘repetition’ is set to ‘ON’. 
     Next, the Tx beam determination procedure of a BS will be described. 
     The UE receives an NZP CSI-RS resource set IE including an RRC parameter with respect to ‘repetition’ from a BS through RRC signaling. Here, the RRC parameter ‘repetition’ is related to the Tx beam swiping procedure of the BS when set to ‘OFF’. 
     The UE receives signals on resources in a CSI-RS resource set in which the RRC parameter ‘repetition’ is set to ‘OFF’ in different DL spatial domain transmission filters of the BS. 
     The UE selects (or determines) a best beam. 
     The UE reports an ID (e.g., CRI) of the selected beam and related quality information (e.g., RSRP) to the BS. That is, when a CSI-RS is transmitted for BM, the UE reports a CRI and RSRP with respect thereto to the BS. 
     Next, the UL BM procedure using an SRS will be described. 
     A UE receives RRC signaling (e.g., SRS-Config IE) including a (RRC parameter) purpose parameter set to ‘beam management” from a BS. The SRS-Config IE is used to set SRS transmission. The SRS-Config IE includes a list of SRS-Resources and a list of SRS-ResourceSets. Each SRS resource set refers to a set of SRS-resources. 
     The UE determines Tx beamforming for SRS resources to be transmitted on the basis of SRS-SpatialRelation Info included in the SRS-Config IE. Here, SRS-SpatialRelation Info is set for each SRS resource and indicates whether the same beamforming as that used for an SSB, a CSI-RS or an SRS will be applied for each SRS resource. 
     When SRS-SpatialRelationInfo is set for SRS resources, the same beamforming as that used for the SSB, CSI-RS or SRS is applied. However, when SRS-SpatialRelationInfo is not set for SRS resources, the UE arbitrarily determines Tx beamforming and transmits an SRS through the determined Tx beamforming. 
     Next, a beam failure recovery (BFR) procedure will be described. 
     In a beamformed system, radio link failure (RLF) may frequently occur due to rotation, movement or beamforming blockage of a UE. Accordingly, NR supports BFR in order to prevent frequent occurrence of RLF. BFR is similar to a radio link failure recovery procedure and can be supported when a UE knows new candidate beams. For beam failure detection, a BS configures beam failure detection reference signals for a UE, and the UE declares beam failure when the number of beam failure indications from the physical layer of the UE reaches a threshold set through RRC signaling within a period set through RRC signaling of the BS. After beam failure detection, the UE triggers beam failure recovery by initiating a random access procedure in a PCell and performs beam failure recovery by selecting a suitable beam (when the BS provides dedicated random access resources for certain beams, these are prioritized by the UE). Completion of the aforementioned random access procedure is regarded as completion of beam failure recovery. 
     D. URLLC (Ultra-Reliable and Low Latency Communication) 
     URLLC transmission defined in NR can refer to (1) a relatively low traffic size, (2) a relatively low arrival rate, (3) extremely low latency requirements (e.g., 0.5 and 1 ms), (4) relatively short transmission duration (e.g., 2 OFDM symbols), (5) urgent services/messages, etc. In the case of UL, transmission of traffic of a specific type (e.g., URLLC) needs to be multiplexed with another transmission (e.g., eMBB) scheduled in advance in order to satisfy more stringent latency requirements. In this regard, a method of providing information indicating preemption of specific resources to a UE scheduled in advance and allowing a URLLC UE to use the resources for UL transmission is provided. 
     NR supports dynamic resource sharing between eMBB and URLLC. eMBB and URLLC services can be scheduled on non-overlapping time/frequency resources, and URLLC transmission can occur in resources scheduled for ongoing eMBB traffic. An eMBB UE may not ascertain whether PDSCH transmission of the corresponding UE has been partially punctured and the UE may not decode a PDSCH due to corrupted coded bits. In view of this, NR provides a preemption indication. The preemption indication may also be referred to as an interrupted transmission indication. 
     With regard to the preemption indication, a UE receives DownlinkPreemption IE through RRC signaling from a BS. When the UE is provided with DownlinkPreemption IE, the UE is configured with INT-RNTI provided by a parameter int-RNTI in DownlinkPreemption IE for monitoring of a PDCCH that conveys DCI format 2_1. The UE is additionally configured with a corresponding set of positions for fields in DCI format 2_1 according to a set of serving cells and positionInDCI by INT-ConfigurationPerServing Cell including a set of serving cell indexes provided by servingCellID, configured having an information payload size for DCI format 2_1 according to dci-Payloadsize, and configured with indication granularity of time-frequency resources according to timeFrequencySect. 
     The UE receives DCI format 2_1 from the BS on the basis of the DownlinkPreemption IE. 
     When the UE detects DCI format 2_1 for a serving cell in a configured set of serving cells, the UE can assume that there is no transmission to the UE in PRBs and symbols indicated by the DCI format 2_1 in a set of PRBs and a set of symbols in a last monitoring period before a monitoring period to which the DCI format 2_1 belongs. For example, the UE assumes that a signal in a time-frequency resource indicated according to preemption is not DL transmission scheduled therefor and decodes data on the basis of signals received in the remaining resource region. 
     E. mMTC (Massive MTC) 
     mMTC (massive Machine Type Communication) is one of 5G scenarios for supporting a hyper-connection service providing simultaneous communication with a large number of UEs. In this environment, a UE intermittently performs communication with a very low speed and mobility. Accordingly, a main goal of mMTC is operating a UE for a long time at a low cost. With respect to mMTC, 3GPP deals with MTC and NB (NarrowBand)-IoT. 
     mMTC has features such as repetitive transmission of a PDCCH, a PUCCH, a PDSCH (physical downlink shared channel), a PUSCH, etc., frequency hopping, retuning, and a guard period. 
     That is, a PUSCH (or a PUCCH (particularly, a long PUCCH) or a PRACH) including specific information and a PDSCH (or a PDCCH) including a response to the specific information are repeatedly transmitted. Repetitive transmission is performed through frequency hopping, and for repetitive transmission, (RF) retuning from a first frequency resource to a second frequency resource is performed in a guard period and the specific information and the response to the specific information can be transmitted/received through a narrowband (e.g., 6 resource blocks (RBs) or 1 RB). 
     F. Basic Operation Between Autonomous Vehicles Using 5G Communication 
       FIG. 3  shows an example of basic operations of an autonomous vehicle and a 5G network in a 5G communication system. 
     The autonomous vehicle transmits specific information to the 5G network (S 1 ). The specific information may include autonomous driving-related information. In addition, the 5G network can determine whether to remotely control the vehicle (S 2 ). Here, the 5G network may include a server or a module which performs remote control related to autonomous driving. In addition, the 5G network can transmit information (or signal) related to remote control to the autonomous vehicle (S 3 ). 
     G. Applied Operations Between Autonomous Vehicle and 5G Network in 5G Communication System 
     Hereinafter, the operation of an autonomous vehicle using 5G communication will be described in more detail with reference to wireless communication technology (BM procedure, URLLC, mMTC, etc.) described in  FIGS. 1 and 2 . 
     First, a basic procedure of an applied operation to which a method proposed by the present invention which will be described later and eMBB of 5G communication are applied will be described. 
     As in steps S 1  and S 3  of  FIG. 3 , the autonomous vehicle performs an initial access procedure and a random access procedure with the 5G network prior to step S 1  of  FIG. 3  in order to transmit/receive signals, information and the like to/from the 5G network. 
     More specifically, the autonomous vehicle performs an initial access procedure with the 5G network on the basis of an SSB in order to acquire DL synchronization and system information. A beam management (BM) procedure and a beam failure recovery procedure may be added in the initial access procedure, and quasi-co-location (QCL) relation may be added in a process in which the autonomous vehicle receives a signal from the 5G network. 
     In addition, the autonomous vehicle performs a random access procedure with the 5G network for UL synchronization acquisition and/or UL transmission. The 5G network can transmit, to the autonomous vehicle, a UL grant for scheduling transmission of specific information. Accordingly, the autonomous vehicle transmits the specific information to the 5G network on the basis of the UL grant. In addition, the 5G network transmits, to the autonomous vehicle, a DL grant for scheduling transmission of 5G processing results with respect to the specific information. Accordingly, the 5G network can transmit, to the autonomous vehicle, information (or a signal) related to remote control on the basis of the DL grant. 
     Next, a basic procedure of an applied operation to which a method proposed by the present invention which will be described later and URLLC of 5G communication are applied will be described. 
     As described above, a autonomous vehicle can receive DownlinkPreemption IE from the 5G network after the autonomous vehicle performs an initial access procedure and/or a random access procedure with the 5G network Then, the autonomous vehicle receives DCI format 2_1 including a preemption indication from the 5G network on the basis of DownlinkPreemption IE. The autonomous vehicle does not perform (or expect or assume) reception of eMBB data in resources (PRBs and/or OFDM symbols) indicated by the preemption indication. Thereafter, when the autonomous vehicle needs to transmit specific information, the autonomous vehicle can receive a UL grant from the 5G network. 
     Next, a basic procedure of an applied operation to which a method proposed by the present invention which will be described later and mMTC of 5G communication are applied will be described. 
     Description will focus on parts in the steps of  FIG. 3  which are changed according to application of mMTC. 
     In step S 1  of  FIG. 3 , the autonomous vehicle receives a UL grant from the 5G network in order to transmit specific information to the 5G network. Here, the UL grant may include information on the number of repetitions of transmission of the specific information and the specific information may be repeatedly transmitted on the basis of the information on the number of repetitions. That is, the autonomous vehicle transmits the specific information to the 5G network on the basis of the UL grant. Repetitive transmission of the specific information may be performed through frequency hopping, the first transmission of the specific information may be performed in a first frequency resource, and the second transmission of the specific information may be performed in a second frequency resource. The specific information can be transmitted through a narrowband of 6 resource blocks (RBs) or 1 RB. 
     H. Autonomous Driving Operation Between Vehicles Using 5G Communication 
       FIG. 4  shows an example of a basic operation between vehicles using 5G communication. 
     A first vehicle transmits specific information to a second vehicle (S 61 ). The second vehicle transmits a response to the specific information to the first vehicle (S 62 ). 
     Meanwhile, a configuration of an applied operation between vehicles may depend on whether the 5G network is directly (sidelink communication transmission mode 3) or indirectly (sidelink communication transmission mode 4) involved in resource allocation for the specific information and the response to the specific information. 
     Next, an applied operation between vehicles using 5G communication will be described. 
     First, a method in which a 5G network is directly involved in resource allocation for signal transmission/reception between vehicles will be described. 
     The 5G network can transmit DCI format 5A to the first vehicle for scheduling of mode-3 transmission (PSCCH and/or PSSCH transmission). Here, a physical sidelink control channel (PSCCH) is a 5G physical channel for scheduling of transmission of specific information a physical sidelink shared channel (PSSCH) is a 5G physical channel for transmission of specific information. In addition, the first vehicle transmits SCI format 1 for scheduling of specific information transmission to the second vehicle over a PSCCH. Then, the first vehicle transmits the specific information to the second vehicle over a PSSCH. 
     Next, a method in which a 5G network is indirectly involved in resource allocation for signal transmission/reception will be described. 
     The first vehicle senses resources for mode-4 transmission in a first window. Then, the first vehicle selects resources for mode-4 transmission in a second window on the basis of the sensing result. Here, the first window refers to a sensing window and the second window refers to a selection window. The first vehicle transmits SCI format 1 for scheduling of transmission of specific information to the second vehicle over a PSCCH on the basis of the selected resources. Then, the first vehicle transmits the specific information to the second vehicle over a PSSCH. 
     The 5G communication technology described above can be applied in combination with methods to be described and proposed below in the present invention, or may a supplement for realizing or clarifying the technological features of the methods proposed in the present invention. 
       FIG. 5  is a diagram showing a vehicle according to an embodiment of the present invention. 
     Referring to  FIG. 5 , a vehicle  10  according to an embodiment of the present invention is defined as a transportation means traveling on roads or railroads. The vehicle  10  includes a car, a train and a motorcycle. The vehicle  10  may include an internal-combustion engine vehicle having an engine as a power source, a hybrid vehicle having an engine and a motor as a power source, and an electric vehicle having an electric motor as a power source. The vehicle  10  may be a private own vehicle. The vehicle  10  may be a shared vehicle. The vehicle  10  may be an autonomous vehicle. 
     (2) Components of Vehicle 
       FIG. 6  is a control block diagram of the vehicle according to an embodiment of the present invention. 
     Referring to  FIG. 6 , the vehicle  10  may include a user interface device  200 , an object detection device  210 , a communication device  220 , a driving operation device  230 , a main ECU  240 , a driving control device  250 , an autonomous device  260 , a sensing unit  270 , and a position data generation device  280 . The object detection device  210 , the communication device  220 , the driving operation device  230 , the main ECU  240 , the driving control device  250 , the autonomous device  260 , the sensing unit  270  and the position data generation device  280  may be realized by electronic devices which generate electric signals and exchange the electric signals from one another. 
     1) User Interface Device 
     The user interface device  200  is a device for communication between the vehicle  10  and a user. The user interface device  200  can receive user input and provide information generated in the vehicle  10  to the user. The vehicle  10  can realize a user interface (UI) or user experience (UX) through the user interface device  200 . The user interface device  200  may include an input device, an output device and a user monitoring device. 
     2) Object Detection Device 
     The object detection device  210  can generate information about objects outside the vehicle  10 . Information about an object can include at least one of information on presence or absence of the object, positional information of the object, information on a distance between the vehicle  10  and the object, and information on a relative speed of the vehicle  10  with respect to the object. The object detection device  210  can detect objects outside the vehicle  10 . The object detection device  210  may include at least one sensor which can detect objects outside the vehicle  10 . The object detection device  210  may include at least one of a camera, a radar, a lidar, an ultrasonic sensor and an infrared sensor. The object detection device  210  can provide data about an object generated on the basis of a sensing signal generated from a sensor to at least one electronic device included in the vehicle. 
     2.1) Camera 
     The camera can generate information about objects outside the vehicle  10  using images. The camera may include at least one lens, at least one image sensor, and at least one processor which is electrically connected to the image sensor, processes received signals and generates data about objects on the basis of the processed signals. 
     The camera may be at least one of a mono camera, a stereo camera and an around view monitoring (AVM) camera. The camera can acquire positional information of objects, information on distances to objects, or information on relative speeds with respect to objects using various image processing algorithms. For example, the camera can acquire information on a distance to an object and information on a relative speed with respect to the object from an acquired image on the basis of change in the size of the object over time. For example, the camera may acquire information on a distance to an object and information on a relative speed with respect to the object through a pin-hole model, road profiling, or the like. For example, the camera may acquire information on a distance to an object and information on a relative speed with respect to the object from a stereo image acquired from a stereo camera on the basis of disparity information. 
     The camera may be attached at a portion of the vehicle at which FOV (field of view) can be secured in order to photograph the outside of the vehicle. The camera may be disposed in proximity to the front windshield inside the vehicle in order to acquire front view images of the vehicle. The camera may be disposed near a front bumper or a radiator grill. The camera may be disposed in proximity to a rear glass inside the vehicle in order to acquire rear view images of the vehicle. The camera may be disposed near a rear bumper, a trunk or a tail gate. The camera may be disposed in proximity to at least one of side windows inside the vehicle in order to acquire side view images of the vehicle. Alternatively, the camera may be disposed near a side mirror, a fender or a door. 
     2.2) Radar 
     The radar can generate information about an object outside the vehicle using electromagnetic waves. The radar may include an electromagnetic wave transmitter, an electromagnetic wave receiver, and at least one processor which is electrically connected to the electromagnetic wave transmitter and the electromagnetic wave receiver, processes received signals and generates data about an object on the basis of the processed signals. The radar may be realized as a pulse radar or a continuous wave radar in terms of electromagnetic wave emission. The continuous wave radar may be realized as a frequency modulated continuous wave (FMCW) radar or a frequency shift keying (FSK) radar according to signal waveform. The radar can detect an object through electromagnetic waves on the basis of TOF (Time of Flight) or phase shift and detect the position of the detected object, a distance to the detected object and a relative speed with respect to the detected object. The radar may be disposed at an appropriate position outside the vehicle in order to detect objects positioned in front of, behind or on the side of the vehicle. 
     2.3) Lidar 
     The lidar can generate information about an object outside the vehicle  10  using a laser beam. The lidar may include a light transmitter, a light receiver, and at least one processor which is electrically connected to the light transmitter and the light receiver, processes received signals and generates data about an object on the basis of the processed signal. The lidar may be realized according to TOF or phase shift. The lidar may be realized as a driven type or a non-driven type. A driven type lidar may be rotated by a motor and detect an object around the vehicle  10 . A non-driven type lidar may detect an object positioned within a predetermined range from the vehicle according to light steering. The vehicle  10  may include a plurality of non-drive type lidars. The lidar can detect an object through a laser beam on the basis of TOF (Time of Flight) or phase shift and detect the position of the detected object, a distance to the detected object and a relative speed with respect to the detected object. The lidar may be disposed at an appropriate position outside the vehicle in order to detect objects positioned in front of, behind or on the side of the vehicle. 
     3) Communication Device 
     The communication device  220  can exchange signals with devices disposed outside the vehicle  10 . The communication device  220  can exchange signals with at least one of infrastructure (e.g., a server and a broadcast station), another vehicle and a terminal. The communication device  220  may include a transmission antenna, a reception antenna, and at least one of a radio frequency (RF) circuit and an RF element which can implement various communication protocols in order to perform communication. 
     For example, the communication device can exchange signals with external devices on the basis of C-V2X (Cellular V2X). For example, C-V2X can include sidelink communication based on LTE and/or sidelink communication based on NR. Details related to C-V2X will be described later. 
     For example, the communication device can exchange signals with external devices on the basis of DSRC (Dedicated Short Range Communications) or WAVE (Wireless Access in Vehicular Environment) standards based on IEEE 802.11p PHY/MAC layer technology and IEEE 1609 Network/Transport layer technology. DSRC (or WAVE standards) is communication specifications for providing an intelligent transport system (ITS) service through short-range dedicated communication between vehicle-mounted devices or between a roadside device and a vehicle-mounted device. DSRC may be a communication scheme that can use a frequency of 5.9 GHz and have a data transfer rate in the range of 3 Mbps to 27 Mbps. IEEE 802.11p may be combined with IEEE 1609 to support DSRC (or WAVE standards). 
     The communication device of the present invention can exchange signals with external devices using only one of C-V2X and DSRC. Alternatively, the communication device of the present invention can exchange signals with external devices using a hybrid of C-V2X and DSRC. 
     4) Driving Operation Device 
     The driving operation device  230  is a device for receiving user input for driving. In a manual mode, the vehicle  10  may be driven on the basis of a signal provided by the driving operation device  230 . The driving operation device  230  may include a steering input device (e.g., a steering wheel), an acceleration input device (e.g., an acceleration pedal) and a brake input device (e.g., a brake pedal). 
     5) Main ECU 
     The main ECU  240  can control the overall operation of at least one electronic device included in the vehicle  10 . 
     6) Driving Control Device 
     The vehicle driving device  250  is a device for electrically controlling various vehicle driving devices included in the vehicle  10 . The driving control device  250  may include a power train driving control device, a chassis driving control device, a door/window driving control device, a safety device driving control device, a lamp driving control device, and an air-conditioner driving control device. The power train driving control device may include a power source driving control device and a transmission driving control device. The chassis driving control device may include a steering driving control device, a brake driving control device, and a suspension driving control device. Meanwhile, the safety device driving control device may include a seat belt driving control device for seat belt control. 
     The vehicle driving device  250  includes at least one electronic control device (e.g., a control ECU (Electronic Control Unit)). 
     The driving control device  250  can control vehicle driving devices on the basis of signals received by the autonomous device  260 . For example, the driving control device  250  can control a power train, a steering device and a brake device on the basis of signals received by the autonomous device  260 . 
     7) Autonomous Device 
     The autonomous device  260  can generate a route for self-driving on the basis of acquired data. The autonomous device  260  can generate a driving plan for driving along the generated route. The autonomous device  260  can generate a signal for controlling movement of the vehicle according to the driving plan. The autonomous device  260  can provide the signal to the driving control device  250 . 
     The autonomous device  260  can implement at least one ADAS (Advanced Driver Assistance System) function. The ADAS can implement at least one of ACC (Adaptive Cruise Control), AEB (Autonomous Emergency Braking), FCW (Forward Collision Warning), LKA (Lane Keeping Assist), LCA (Lane Change Assist), TFA (Target Following Assist), BSD (Blind Spot Detection), HBA (High Beam Assist), APS (Auto Parking System), a PD collision warning system, TSR (Traffic Sign Recognition), TSA (Traffic Sign Assist), NV (Night Vision), DSM (Driver Status Monitoring) and TJA (Traffic Jam Assist). 
     The autonomous device  260  can perform switching from a self-driving mode to a manual driving mode or switching from the manual driving mode to the self-driving mode. For example, the autonomous device  260  can switch the mode of the vehicle  10  from the self-driving mode to the manual driving mode or from the manual driving mode to the self-driving mode on the basis of a signal received from the user interface device  200 . 
     8) Sensing Unit 
     The sensing unit  270  can detect a state of the vehicle. The sensing unit  270  may include at least one of an internal measurement unit (IMU) sensor, a collision sensor, a wheel sensor, a speed sensor, an inclination sensor, a weight sensor, a heading sensor, a position module, a vehicle forward/backward movement sensor, a battery sensor, a fuel sensor, a tire sensor, a steering sensor, a temperature sensor, a humidity sensor, an ultrasonic sensor, an illumination sensor, and a pedal position sensor. Further, the IMU sensor may include one or more of an acceleration sensor, a gyro sensor, and a magnetic sensor. 
     The sensing unit  270  can generate vehicle state data on the basis of a signal generated from at least one sensor. Vehicle state data may be information generated on the basis of data detected by various sensors included in the vehicle. The sensing unit  270  may generate vehicle attitude data, vehicle motion data, vehicle yaw data, vehicle roll data, vehicle pitch data, vehicle collision data, vehicle orientation data, vehicle angle data, vehicle speed data, vehicle acceleration data, vehicle tilt data, vehicle forward/backward movement data, vehicle weight data, battery data, fuel data, tire pressure data, vehicle internal temperature data, vehicle internal humidity data, steering wheel rotation angle data, vehicle external illumination data, data of a pressure applied to an acceleration pedal, and data of a pressure applied to a brake pedal, etc. 
     9) Position Data Generation Device 
     The position data generation device  280  can generate position data of the vehicle  10 . The position data generation device  280  may include at least one of a global positioning system (GPS) and a differential global positioning system (DGPS). The position data generation device  280  can generate position data of the vehicle  10  on the basis of a signal generated from at least one of the GPS and the DGPS. According to an embodiment, the position data generation device  280  can correct position data on the basis of at least one of the inertial measurement unit (IMU) sensor of the sensing unit  270  and the camera of the object detection device  210 . The position data generation device  280  may also be called a global navigation satellite system (GNSS). 
     The vehicle  10  may include an internal communication system  50 . The plurality of electronic devices included in the vehicle  10  can exchange signals through the internal communication system  50 . The signals may include data. The internal communication system  50  can use at least one communication protocol (e.g., CAN, LIN, FlexRay, MOST or Ethernet). 
     (3) Components of Autonomous Device 
       FIG. 7  is a control block diagram of the autonomous device according to an embodiment of the present invention. 
     Referring to  FIG. 7 , the autonomous device  260  may include a memory  140 , a processor  170 , an interface  180  and a power supply  190 . 
     The memory  140  is electrically connected with the processor  170 . The memory  140  can store basic data about units, control data for operation control of units, and input/output data. The memory  140  can store data processed in the processor  170 . Hardware-wise, the memory  140  may be configured using at least one of a ROM, a RAM, an EPROM, a flash drive and a hard drive. The memory  140  can store various types of data for overall operation of the autonomous device  260 , such as a program for processing or control of the processor  170 . The memory  140  may be integrated with the processor  170 . Depending on embodiments, the memory  140  may be classified as a lower configuration of the processor  170 . 
     The interface  180  can exchange signals with at least one electronic device included in the vehicle  10  in a wired or wireless manner. The interface  180  can exchange signals with at least one of the object detection device  210 , the communication device  220 , the driving operation device  230 , the main ECU  240 , the driving control device  250 , the sensing unit  270  and the position data generation device  280  in a wired or wireless manner. The interface  180  can be configured using at least one of a communication module, a terminal, a pin, a cable, a port, a circuit, an element and a device. 
     The power supply  190  can supply power to the autonomous vehicle  260 . The power supply  190  can be provided with power from a power source (e.g., a battery) included in the vehicle  10  and supply the power to each unit of the autonomous device  260 . The power supply  190  can operate according to a control signal supplied from the main ECU  140 . The power supply  190  may include a switched-mode power supply (SMPS). 
     The processor  170  can be electrically connected to the memory  140 , the interface  180 , and the power supply  190  and exchange signals with these components. The processor  170  can be realized using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, and electronic units for executing other functions. 
     The processor  170  can be operated by power supplied from the power supply  190 . The processor  170  can receive data, process the data, generate a signal, and provide the signal while power is supplied thereto. 
     The processor  170  can receive information from other electronic devices included in the vehicle  10  through the interface  180 . The processor  170  can provide control signals to other electronic devices in the vehicle  10  through the interface  180 . 
     The autonomous device  260  may include at least one printed circuit board (PCB). The memory  140 , the interface  180 , the power supply  190 , and the processor  170  may be electrically connected to the PCB. 
     (4) Operation of Autonomous Device 
       FIG. 8  is a diagram showing a signal flow in an autonomous vehicle according to an embodiment of the present invention. 
     1) Reception Operation 
     Referring to  FIG. 8 , the processor  170  can perform a reception operation. The processor  170  can receive data from at least one of the object detection device  210 , the communication device  220 , the sensing unit  270  and the position data generation device  280  through the interface  180 . The processor  170  can receive object data from the object detection device  210 . The processor  170  can receive HD map data from the communication device  220 . The processor  170  can receive vehicle state data from the sensing unit  270 . The processor  170  can receive position data from the position data generation device  280 . 
     2) Processing/Determination Operation 
     The processor  170  can perform a processing/determination operation. The processor  170  can perform the processing/determination operation on the basis of driving situation information. The processor  170  can perform the processing/determination operation on the basis of at least one of object data, HD map data, vehicle state data and position data. 
     2.1) Driving Plan Data Generation Operation 
     The processor  170  can generate driving plan data. For example, the processor  170  may generate electronic horizon data. The electronic horizon data can be understood as driving plan data in a range from a position at which the vehicle  10  is located to a horizon. The horizon can be understood as a point a predetermined distance before the position at which the vehicle  10  is located on the basis of a predetermined driving route. The horizon may refer to a point at which the vehicle can arrive after a predetermined time from the position at which the vehicle  10  is located along a predetermined driving route. 
     The electronic horizon data can include horizon map data and horizon path data. 
     2.1.1) Horizon Map Data 
     The horizon map data may include at least one of topology data, road data, HD map data and dynamic data. According to an embodiment, the horizon map data may include a plurality of layers. For example, the horizon map data may include a first layer that matches the topology data, a second layer that matches the road data, a third layer that matches the HD map data, and a fourth layer that matches the dynamic data. The horizon map data may further include static object data. 
     The topology data may be explained as a map created by connecting road centers. The topology data is suitable for approximate display of a location of a vehicle and may have a data form used for navigation for drivers. The topology data may be understood as data about road information other than information on driveways. The topology data may be generated on the basis of data received from an external server through the communication device  220 . The topology data may be based on data stored in at least one memory included in the vehicle  10 . 
     The road data may include at least one of road slope data, road curvature data and road speed limit data. The road data may further include no-passing zone data. The road data may be based on data received from an external server through the communication device  220 . The road data may be based on data generated in the object detection device  210 . 
     The HD map data may include detailed topology information in units of lanes of roads, connection information of each lane, and feature information for vehicle localization (e.g., traffic signs, lane marking/attribute, road furniture, etc.). The HD map data may be based on data received from an external server through the communication device  220 . 
     The dynamic data may include various types of dynamic information which can be generated on roads. For example, the dynamic data may include construction information, variable speed road information, road condition information, traffic information, moving object information, etc. The dynamic data may be based on data received from an external server through the communication device  220 . The dynamic data may be based on data generated in the object detection device  210 . 
     The processor  170  can provide map data in a range from a position at which the vehicle  10  is located to the horizon. 
     2.1.2) Horizon Path Data 
     The horizon path data may be explained as a trajectory through which the vehicle  10  can travel in a range from a position at which the vehicle  10  is located to the horizon. The horizon path data may include data indicating a relative probability of selecting a road at a decision point (e.g., a fork, a junction, a crossroad, or the like). The relative probability may be calculated on the basis of a time taken to arrive at a final destination. For example, if a time taken to arrive at a final destination is shorter when a first road is selected at a decision point than that when a second road is selected, a probability of selecting the first road can be calculated to be higher than a probability of selecting the second road. 
     The horizon path data can include a main path and a sub-path. The main path may be understood as a trajectory obtained by connecting roads having a high relative probability of being selected. The sub-path can be branched from at least one decision point on the main path. The sub-path may be understood as a trajectory obtained by connecting at least one road having a low relative probability of being selected at at least one decision point on the main path. 
     3) Control Signal Generation Operation 
     The processor  170  can perform a control signal generation operation. The processor  170  can generate a control signal on the basis of the electronic horizon data. For example, the processor  170  may generate at least one of a power train control signal, a brake device control signal and a steering device control signal on the basis of the electronic horizon data. 
     The processor  170  can transmit the generated control signal to the driving control device  250  through the interface  180 . The driving control device  250  can transmit the control signal to at least one of a power train  251 , a brake device  252  and a steering device  254 . 
       FIG. 9  is a diagram showing the interior of the vehicle according to an embodiment of the present invention.  FIG. 10  is a block diagram referred to in description of a cabin system for a vehicle according to an embodiment of the present invention. 
     Referring to  FIGS. 9 and 10 , a cabin system  300  for a vehicle (hereinafter, a cabin system) can be defined as a convenience system for a user who uses the vehicle  10 . The cabin system  300  can be explained as a high-end system including a display system  350 , a cargo system  355 , a seat system  360  and a payment system  365 . The cabin system  300  may include a main controller  370 , a memory  340 , an interface  380 , a power supply  390 , an input device  310 , an imaging device  320 , a communication device  330 , the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365 . The cabin system  300  may further include components in addition to the components described in this specification or may not include some of the components described in this specification according to embodiments. 
     The main controller  370  can be electrically connected to the input device  310 , the communication device  330 , the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365  and exchange signals with these components. The main controller  370  can control the input device  310 , the communication device  330 , the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365 . The main controller  370  may be realized using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, and electronic units for executing other functions. 
     The main controller  370  may be configured as at least one sub-controller. The main controller  370  may include a plurality of sub-controllers according to an embodiment. The plurality of sub-controllers may individually control the devices and systems included in the cabin system  300 . The devices and systems included in the cabin system  300  may be grouped by function or grouped on the basis of seats on which a user can sit. 
     The main controller  370  may include at least one processor  371 . Although  FIG. 6  illustrates the main controller  370  including a single processor  371 , the main controller  371  may include a plurality of processors. The processor  371  may be categorized as one of the above-described sub-controllers. 
     The processor  371  can receive signals, information or data from a user terminal through the communication device  330 . The user terminal can transmit signals, information or data to the cabin system  300 . 
     The processor  371  can identify a user on the basis of image data received from at least one of an internal camera and an external camera included in the imaging device. The processor  371  can identify a user by applying an image processing algorithm to the image data. For example, the processor  371  may identify a user by comparing information received from the user terminal with the image data. For example, the information may include at least one of route information, body information, fellow passenger information, baggage information, position information, preferred content information, preferred food information, disability information and use history information of a user. 
     The main controller  370  may include an artificial intelligence (AI) agent  372 . The AI agent  372  can perform machine learning on the basis of data acquired through the input device  310 . The AI agent  371  can control at least one of the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365  on the basis of machine learning results. 
     The memory  340  is electrically connected to the main controller  370 . The memory  340  can store basic data about units, control data for operation control of units, and input/output data. The memory  340  can store data processed in the main controller  370 . Hardware-wise, the memory  340  may be configured using at least one of a ROM, a RAM, an EPROM, a flash drive and a hard drive. The memory  340  can store various types of data for the overall operation of the cabin system  300 , such as a program for processing or control of the main controller  370 . The memory  340  may be integrated with the main controller  370 . 
     The interface  380  can exchange signals with at least one electronic device included in the vehicle  10  in a wired or wireless manner. The interface  380  may be configured using at least one of a communication module, a terminal, a pin, a cable, a port, a circuit, an element and a device. 
     The power supply  390  can provide power to the cabin system  300 . The power supply  390  can be provided with power from a power source (e.g., a battery) included in the vehicle  10  and supply the power to each unit of the cabin system  300 . The power supply  390  can operate according to a control signal supplied from the main controller  370 . For example, the power supply  390  may be implemented as a switched-mode power supply (SMPS). 
     The cabin system  300  may include at least one printed circuit board (PCB). The main controller  370 , the memory  340 , the interface  380  and the power supply  390  may be mounted on at least one PCB. 
     The input device  310  can receive a user input. The input device  310  can convert the user input into an electrical signal. The electrical signal converted by the input device  310  can be converted into a control signal and provided to at least one of the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365 . The main controller  370  or at least one processor included in the cabin system  300  can generate a control signal based on an electrical signal received from the input device  310 . 
     The input device  310  may include at least one of a touch input unit, a gesture input unit, a mechanical input unit and a voice input unit. The touch input unit can convert a user&#39;s touch input into an electrical signal. The touch input unit may include at least one touch sensor for detecting a user&#39;s touch input. 
     According to an embodiment, the touch input unit can realize a touch screen by integrating with at least one display included in the display system  350 . Such a touch screen can provide both an input interface and an output interface between the cabin system  300  and a user. The gesture input unit can convert a user&#39;s gesture input into an electrical signal. The gesture input unit may include at least one of an infrared sensor and an image sensor for detecting a user&#39;s gesture input. According to an embodiment, the gesture input unit can detect a user&#39;s three-dimensional gesture input. To this end, the gesture input unit may include a plurality of light output units for outputting infrared light or a plurality of image sensors. The gesture input unit may detect a user&#39;s three-dimensional gesture input using TOF (Time of Flight), structured light or disparity. The mechanical input unit can convert a user&#39;s physical input (e.g., press or rotation) through a mechanical device into an electrical signal. The mechanical input unit may include at least one of a button, a dome switch, a jog wheel and a jog switch. Meanwhile, the gesture input unit and the mechanical input unit may be integrated. For example, the input device  310  may include a jog dial device that includes a gesture sensor and is formed such that it can be inserted/ejected into/from a part of a surrounding structure (e.g., at least one of a seat, an armrest and a door). When the jog dial device is parallel to the surrounding structure, the jog dial device can serve as a gesture input unit. When the jog dial device is protruded from the surrounding structure, the jog dial device can serve as a mechanical input unit. The voice input unit can convert a user&#39;s voice input into an electrical signal. The voice input unit may include at least one microphone. The voice input unit may include a beam forming MIC. 
     The imaging device  320  can include at least one camera. The imaging device  320  may include at least one of an internal camera and an external camera. The internal camera can capture an image of the inside of the cabin. The external camera can capture an image of the outside of the vehicle. The internal camera can acquire an image of the inside of the cabin. The imaging device  320  may include at least one internal camera. It is desirable that the imaging device  320  include as many cameras as the number of passengers who can ride in the vehicle. The imaging device  320  can provide an image acquired by the internal camera. The main controller  370  or at least one processor included in the cabin system  300  can detect a motion of a user on the basis of an image acquired by the internal camera, generate a signal on the basis of the detected motion and provide the signal to at least one of the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365 . The external camera can acquire an image of the outside of the vehicle. The imaging device  320  may include at least one external camera. It is desirable that the imaging device  320  include as many cameras as the number of doors through which passengers ride in the vehicle. The imaging device  320  can provide an image acquired by the external camera. The main controller  370  or at least one processor included in the cabin system  300  can acquire user information on the basis of the image acquired by the external camera. The main controller  370  or at least one processor included in the cabin system  300  can authenticate a user or acquire body information (e.g., height information, weight information, etc.), fellow passenger information and baggage information of a user on the basis of the user information. 
     The communication device  330  can exchange signals with external devices in a wireless manner. The communication device  330  can exchange signals with external devices through a network or directly exchange signals with external devices. External devices may include at least one of a server, a mobile terminal and another vehicle. The communication device  330  may exchange signals with at least one user terminal. The communication device  330  may include an antenna and at least one of an RF circuit and an RF element which can implement at least one communication protocol in order to perform communication. According to an embodiment, the communication device  330  may use a plurality of communication protocols. The communication device  330  may switch communication protocols according to a distance to a mobile terminal. 
     For example, the communication device can exchange signals with external devices on the basis of C-V2X (Cellular V2X). For example, C-V2X may include sidelink communication based on LTE and/or sidelink communication based on NR. Details related to C-V2X will be described later. 
     For example, the communication device can exchange signals with external devices on the basis of DSRC (Dedicated Short Range Communications) or WAVE (Wireless Access in Vehicular Environment) standards based on IEEE 802.11p PHY/MAC layer technology and IEEE 1609 Network/Transport layer technology. DSRC (or WAVE standards) is communication specifications for providing an intelligent transport system (ITS) service through short-range dedicated communication between vehicle-mounted devices or between a roadside device and a vehicle-mounted device. DSRC may be a communication scheme that can use a frequency of 5.9 GHz and have a data transfer rate in the range of 3 Mbps to 27 Mbps. IEEE 802.11p may be combined with IEEE 1609 to support DSRC (or WAVE standards). 
     The communication device of the present invention can exchange signals with external devices using only one of C-V2X and DSRC. Alternatively, the communication device of the present invention can exchange signals with external devices using a hybrid of C-V2X and DSRC. 
     The display system  350  can display graphic objects. The display system  350  may include at least one display device. For example, the display system  350  may include a first display device  410  for common use and a second display device  420  for individual use. 
     The first display device  410  may include at least one display  411  which outputs visual content. The display  411  included in the first display device  410  may be realized by at least one of a flat panel display, a curved display, a rollable display and a flexible display. For example, the first display device  410  may include a first display  411  which is positioned behind a seat and formed to be inserted/ejected into/from the cabin, and a first mechanism for moving the first display  411 . The first display  411  may be disposed such that it can be inserted/ejected into/from a slot formed in a seat main frame. According to an embodiment, the first display device  410  may further include a flexible area control mechanism. The first display may be formed to be flexible and a flexible area of the first display may be controlled according to user position. For example, the first display device  410  may be disposed on the ceiling inside the cabin and include a second display formed to be rollable and a second mechanism for rolling or unrolling the second display. The second display may be formed such that images can be displayed on both sides thereof. For example, the first display device  410  may be disposed on the ceiling inside the cabin and include a third display formed to be flexible and a third mechanism for bending or unbending the third display. According to an embodiment, the display system  350  may further include at least one processor which provides a control signal to at least one of the first display device  410  and the second display device  420 . The processor included in the display system  350  can generate a control signal on the basis of a signal received from at last one of the main controller  370 , the input device  310 , the imaging device  320  and the communication device  330 . 
     A display area of a display included in the first display device  410  may be divided into a first area  411   a  and a second area  411   b . The first area  411   a  can be defined as a content display area. For example, the first area  411  may display at least one of graphic objects corresponding to can display entertainment content (e.g., movies, sports, shopping, food, etc.), video conferences, food menu and augmented reality screens. The first area  411   a  may display graphic objects corresponding to driving situation information of the vehicle  10 . The driving situation information may include at least one of object information outside the vehicle, navigation information and vehicle state information. The object information outside the vehicle may include information on presence or absence of an object, positional information of an object, information on a distance between the vehicle and an object, and information on a relative speed of the vehicle with respect to an object. The navigation information may include at least one of map information, information on a set destination, route information according to setting of the destination, information on various objects on a route, lane information and information on the current position of the vehicle. The vehicle state information may include vehicle attitude information, vehicle speed information, vehicle tilt information, vehicle weight information, vehicle orientation information, vehicle battery information, vehicle fuel information, vehicle tire pressure information, vehicle steering information, vehicle indoor temperature information, vehicle indoor humidity information, pedal position information, vehicle engine temperature information, etc. The second area  411   b  can be defined as a user interface area. For example, the second area  411   b  may display an AI agent screen. The second area  411   b  may be located in an area defined by a seat frame according to an embodiment. In this case, a user can view content displayed in the second area  411   b  between seats. The first display device  410  may provide hologram content according to an embodiment. For example, the first display device  410  may provide hologram content for each of a plurality of users such that only a user who requests the content can view the content. 
     The second display device  420  can include at least one display  421 . The second display device  420  can provide the display  421  at a position at which only an individual passenger can view display content. For example, the display  421  may be disposed on an armrest of a seat. The second display device  420  can display graphic objects corresponding to personal information of a user. The second display device  420  may include as many displays  421  as the number of passengers who can ride in the vehicle. The second display device  420  can realize a touch screen by forming a layered structure along with a touch sensor or being integrated with the touch sensor. The second display device  420  can display graphic objects for receiving a user input for seat adjustment or indoor temperature adjustment. 
     The cargo system  355  can provide items to a user at the request of the user. The cargo system  355  can operate on the basis of an electrical signal generated by the input device  310  or the communication device  330 . The cargo system  355  can include a cargo box. The cargo box can be hidden in a part under a seat. When an electrical signal based on user input is received, the cargo box can be exposed to the cabin. The user can select a necessary item from articles loaded in the cargo box. The cargo system  355  may include a sliding moving mechanism and an item pop-up mechanism in order to expose the cargo box according to user input. The cargo system  355  may include a plurality of cargo boxes in order to provide various types of items. A weight sensor for determining whether each item is provided may be embedded in the cargo box. 
     The seat system  360  can provide a user customized seat to a user. The seat system  360  can operate on the basis of an electrical signal generated by the input device  310  or the communication device  330 . The seat system  360  can adjust at least one element of a seat on the basis of acquired user body data. The seat system  360  may include a user detection sensor (e.g., a pressure sensor) for determining whether a user sits on a seat. The seat system  360  may include a plurality of seats on which a plurality of users can sit. One of the plurality of seats can be disposed to face at least another seat. At least two users can set facing each other inside the cabin. 
     The payment system  365  can provide a payment service to a user. The payment system  365  can operate on the basis of an electrical signal generated by the input device  310  or the communication device  330 . The payment system  365  can calculate a price for at least one service used by the user and request the user to pay the calculated price. 
     An authentication system  368  processes authentication of a passenger when authentication of a user or passenger in the vehicle  10 . The authentication system  368  processes authentication on the basis of authentication information input by an event passenger who requires authentication of a passenger. 
     An event that requires authentication is a situation when a passenger orders a product or a service or changes a route or a situation when an emergency situation occurs. The emergency situation, for example, may be a state in which a passenger has to be sent to the emergency room of a hospital due to bad health of the passenger. The authentication information may be authentication information for user authentication such as user&#39;s biological information or user&#39;s profile information. 
     The main controller  370  can monitor in real time the state of each passenger by analyzing images obtained from a camera in the vehicle  10  and can determine the state of the passenger by connecting with an AI processor. The main controller  37  can provide data indicating the state of a passenger to the authentication system  368  together with event information requiring authentication of the passenger and the location and route of the vehicle  10 . The event information may include order information of a user and emergency situation information. 
     The authentication system  368  performs a location-based authentication agency service in a situation in which direct authentication of a passenger is difficult or impossible in an event requiring authentication of the passenger. The location-based authentication agency service can automatically process authentication instead of a passenger using biological information or digital information (or user profile) of authentication information users stored in advance or can process authentication on the basis of authentication information of an agent under permission of agents (or guardians) stored in advance. 
     The authentication information processed by the authentication system  368  and the authentication process result can be stored in the memory  340  of the vehicle  10  and can be stored in a database connected to an external device through a network. The authentication process result processed by the authentication system  368  can be transmitted to the payment system  365 . 
     The main controller  370  can determine a passenger state from interior images of the vehicle  10  taken by an interior camera and can transmit the passenger state to the authentication system  368 . The authentication system  368  determines whether direct authentication of a passenger is difficult, and can process authentication on the basis of authentication information of passenger or agents stored in advance when determining that direct authentication of the passenger is difficult or impossible. 
     The authentication system  368  can process authentication in connection with an authentication system of an external device (or server) through the network. 
       FIG. 11  is a diagram referred to in description of a usage scenario of a user according to an embodiment of the present invention. 
     1) Destination Prediction Scenario 
     A first scenario S 111  is a scenario for prediction of a destination of a user. An application which can operate in connection with the cabin system  300  can be installed in a user terminal. The user terminal can predict a destination of a user on the basis of user&#39;s contextual information through the application. The user terminal can provide information on unoccupied seats in the cabin through the application. 
     2) Cabin Interior Layout Preparation Scenario 
     A second scenario S 112  is a cabin interior layout preparation scenario. The cabin system  300  may further include a scanning device for acquiring data about a user located outside the vehicle. The scanning device can scan a user to acquire body data and baggage data of the user. The body data and baggage data of the user can be used to set a layout. The body data of the user can be used for user authentication. The scanning device may include at least one image sensor. The image sensor can acquire a user image using light of the visible band or infrared band. 
     The seat system  360  can set a cabin interior layout on the basis of at least one of the body data and baggage data of the user. For example, the seat system  360  may provide a baggage compartment or a car seat installation space. 
     3) User Welcome Scenario 
     A third scenario S 113  is a user welcome scenario. The cabin system  300  may further include at least one guide light. The guide light can be disposed on the floor of the cabin. When a user riding in the vehicle is detected, the cabin system  300  can turn on the guide light such that the user sits on a predetermined seat among a plurality of seats. For example, the main controller  370  may realize a moving light by sequentially turning on a plurality of light sources over time from an open door to a predetermined user seat. 
     4) Seat Adjustment Service Scenario 
     A fourth scenario S 114  is a seat adjustment service scenario. The seat system  360  can adjust at least one element of a seat that matches a user on the basis of acquired body information. 
     5) Personal Content Provision Scenario 
     A fifth scenario S 115  is a personal content provision scenario. The display system  350  can receive user personal data through the input device  310  or the communication device  330 . The display system  350  can provide content corresponding to the user personal data. 
     6) Item Provision Scenario 
     A sixth scenario S 116  is an item provision scenario. The cargo system  355  can receive user data through the input device  310  or the communication device  330 . The user data may include user preference data, user destination data, etc. The cargo system  355  can provide items on the basis of the user data. 
     7) Payment Scenario 
     A seventh scenario S 117  is a payment scenario. The payment system  365  can receive data for price calculation from at least one of the input device  310 , the communication device  330  and the cargo system  355 . The payment system  365  can calculate a price for use of the vehicle by the user on the basis of the received data. The payment system  365  can request payment of the calculated price from the user (e.g., a mobile terminal of the user). 
     8) Display System Control Scenario of User 
     An eighth scenario S 118  is a display system control scenario of a user. The input device  310  can receive a user input having at least one form and convert the user input into an electrical signal. The display system  350  can control displayed content on the basis of the electrical signal. 
     9) AI Agent Scenario 
     A ninth scenario S 119  is a multi-channel artificial intelligence (AI) agent scenario for a plurality of users. The AI agent  372  can discriminate user inputs from a plurality of users. The AI agent  372  can control at least one of the display system  350 , the cargo system  355 , the seat system  360  and the payment system  365  on the basis of electrical signals obtained by converting user inputs from a plurality of users. 
     10) Multimedia Content Provision Scenario for Multiple Users 
     A tenth scenario S 120  is a multimedia content provision scenario for a plurality of users. The display system  350  can provide content that can be viewed by all users together. In this case, the display system  350  can individually provide the same sound to a plurality of users through speakers provided for respective seats. The display system  350  can provide content that can be individually viewed by a plurality of users. In this case, the display system  350  can provide individual sound through a speaker provided for each seat. 
     11) User Safety Secure Scenario 
     An eleventh scenario S 121  is a user safety secure scenario. When information on an object around the vehicle which threatens a user is acquired, the main controller  370  can control an alarm with respect to the object around the vehicle to be output through the display system  350 . 
     12) Personal Belongings Loss Prevention Scenario 
     A twelfth scenario S 122  is a user&#39;s belongings loss prevention scenario. The main controller  370  can acquire data about user&#39;s belongings through the input device  310 . The main controller  370  can acquire user motion data through the input device  310 . The main controller  370  can determine whether the user exits the vehicle leaving the belongings in the vehicle on the basis of the data about the belongings and the motion data. The main controller  370  can control an alarm with respect to the belongings to be output through the display system  350 . 
     13) Alighting Report Scenario 
     A thirteenth scenario S 123  is an alighting report scenario. The main controller  370  can receive alighting data of a user through the input device  310 . After the user exits the vehicle, the main controller  370  can provide report data according to alighting to a mobile terminal of the user through the communication device  330 . The report data can include data about a total charge for using the vehicle  10 . 
     An authentication agency method of an autonomous vehicle according to an embodiment of the present invention can serve authentication for a passenger on the basis of information of the state of the passenger in the vehicle, an autonomous driving route, and the location of the vehicle. 
     When the authentication system  368  determines that it is a state in which direct authentication of a passenger is difficult in a situation in which it is required to receive authentication of a passenger (user), the authentication system  368  can extract data for authentication by selecting information for authentication of the current passenger from authentication information of passengers or agents (guardians) stored in advance. 
     The authentication system  368  can perform authentication availability separately into authentication execution, authentication disallowance, and a location-based authentication agency process in consideration of the relevance between the authentication information of a passenger to be authenticated and the current location and route of a vehicle. The authentication execution is a case in which authentication is succeeded in accordance with valid authentication information and the authentication information is stored. The authentication disallowance is a case in which authentication fails. The location-based authentication agency process can attempt direct authentication of a passenger and perform authentication on the basis of past authentication information of a passenger or authentication information of an agent in an authentication zone in accordance with the location during autonomous driving of the vehicle  10 . The past authentication information of a user may be data of past authentication information stored in the memory  340  of the vehicle  10  or the database of an external device (server) connected through the network. The vehicle can transmit the authentication information to the external device (server) or can download authentication information from the external device through the network. The specific information in  FIGS. 3 and 4  may include one or more of items of passenger state information obtained from the AI processor. 
     The main controller  370  can limit vehicle control by the passenger not allowed for authentication on the basis of the authentication result received from the authentication system  368 . For example, the main controller  370  can limit or prohibit a purchase service, a route change service, etc. for the passenger disallowed for authentication or failed in authentication. 
     The present invention may change the control intensity of an authentication attempt in accordance with the location of the vehicle  10  in a situation in which direct authentication of a current passenger is difficult. When an event requiring authentication of a passenger occurs and authentication through the passenger is impossible regardless of the passenger&#39;s state, the authentication system  368  can set a preliminary zone on a route going to an authentication zone, can attempt authentication for the passenger, and can perform authentication through data selected from the past authentication information of the passenger when authentication is failed. 
     The authentication system  368  can receive state information of a passenger from the main controller  370 , and can perform the location-based authentication agency service when determining that it is a state in which the passenger has difficulty in performing authentication or cannot perform authentication in person. 
     The location-based authentication agency service of the present invention may be set for a preliminary zone and an authentication zone. The preliminary zone is an area on a driving route for determining authentication availability in a situation in which authentication of a passenger is required. The authentication zone is an area where an event requiring authentication of a passenger is finished. For example, the authentication zone may be a store where a passenger receives a product or a service that the passenger has ordered in the vehicle  10  or a relevant organization that transfers a passenger to a predetermined relevant organization to deal with an emergency situation. The authentication zone may be a stopover on the route of the vehicle  10  that is autonomously driven, or a destination after a change. 
     The preliminary zone may be divided into two or more zones, depending on the distance from the authentication zone. For example, the preliminary zone may be divided into a first preliminary zone and a second preliminary zone. The second preliminary zone may be close to the authentication zone in comparison to the first preliminary zone. The range of the preliminary zone may be adjusted in accordance with urgency and importance of authentication. For example, in a situation in which urgency and importance of authentication are high, the authentication system  368  can make the range of the preliminary zone from the authentication zone large. The range of the preliminary zone is a size that is determined in accordance with the distance or radius from the center of the authentication zone. 
     When an event requiring authentication of a passenger occurs, the main controller  370  can virtually divide the area from the current location of the vehicle to the authentication zone into two or more preliminary zones. The event requiring authentication of a passenger, for example, may be a situation in which a passenger purchases a product or a service or an emergency situation for a passenger. The main controller  370  attempts authentication to a passenger to be authenticated when the vehicle  10  passes through the preliminary zone in accordance with autonomous driving. 
     The authentication system  368  can attempt authentication to the passenger to be authenticated with larger control intensity as the vehicle comes closer to the authentication zone from the preliminary zone by controlling the main controller  370 . When the location-based authentication agency service is performed, the main controller  370  can change the control intensity for inducing direct authentication of a passenger, depending on the location of the vehicle  10 . 
     The authentication system  368  can attempt authentication for inducting direct authentication of the passenger using output through a user interface device such as a speaker, a display, vibration, or Haptic to the passenger to be authenticated while the vehicle  10  passes through the preliminary zone. The main controller  370  can control the output intensity of the user interface to be larger as the vehicle comes closer to the authentication zone from the preliminary zone. 
     The main controller  370  can provide the current location and route of the vehicle  10  to the authentication system  368  together with the information of the passenger to be authenticated. The authentication system  368  can determine the relevance between the information of the passenger to be authenticated and the current location and route of the vehicle  10  and can use the relevance for the location-based authentication agency service. The authentication system  368  can determine relevance by giving marks to the relevance between an event requiring authentication and the current location and route of the vehicle  10 . 
     The main controller  370  may include an AI (Artificial Intelligence) processor. The AI processor can provide authentication information, which is repeatedly selected or repeatedly stored for the same location and route, first to the authentication system  368  when there is a request from the authentication system  368 . 
     Hereafter, the authentication agency method of an autonomous vehicle according to an embodiment of the present invention will be described in detail in association with drawings. 
       FIG. 12  is a flowchart showing an authentication agency method according to an embodiment of the present invention. The agency method can be processed by the system shown in  FIG. 10 . 
     Referring to  FIG. 12 , a passenger can get in the vehicle  10  through an authentication procedure. The authentication system  368  stores authentication information of the passenger to the memory  340  (S 221 ). 
     The vehicle  10  sets an autonomous driving route to the destination of the passenger and plans autonomous driving. The vehicle  10  is driven along the driving route with the passenger therein in an autonomous driving mode (S 222 ). 
     An event requiring authentication may occur by the passenger during autonomous driving of the vehicle  10 . For example, since the passenger does not intervene in driving of the vehicle  10  that is driven in the autonomous driving mode, the passenger can order a product or a service from the cargo system  355  of the vehicle  10  or can purchase a product or a service that is provided at an authentication zone outside the vehicle. For example, the passenger can order food that is prepared by the cargo system  355  and order food from Macdonald or Starbucks through a network and can receive the ordered food through a drive-thru service that is provided at a store in a specific area. When the passenger suddenly drops down on the floor in the vehicle, the vehicle  10  can determine that it is an emergency system, change the route to a hospital, and provide an emergency situation alert to the authentication system  368  together with the passenger state. 
     When an event requiring authentication of the passenger occurs, the autonomous driving route can be changed due to addition of a stopover or a changed destination. The main controller  370  can check the state of the passenger to be authenticated and provide the state to the authentication system  368  (S 223 ). 
     When valid authentication information is input from the passenger to be authenticated, the authentication system  368  can perform authentication and store authentication information to the memory  380  (S 226 ). The authentication system  368  checks the passenger state, and then performs the location-based authentication agency service when determining that the passenger has difficulty in taking authentication or cannot take authentication in person (S 227 ). 
     The location-based authentication agency service performs authentication by providing past authentication information of the passenger to the authentication system  368  on behalf of the passenger to be authenticated, in which the location-based authentication agency service can attempt direct authentication of the passenger in a preliminary zone and perform authentication in an authentication zone on the basis of the past authentication information of the passenger. When it is determined that direct authentication of a user is impossible even in the authentication zone, the location-based authentication agency service can process authentication on the basis of the authentication information stored in the memory. The location-based authentication agency service can select authentication availability by determining urgency and importance of authentication (S 228 ). Further, the location-based authentication agency service can determine authentication availability by determining validity (or reliability) of a response from the passenger. 
     The authentication result may be one of authentication execution, authentication disallowance, and ‘unknown’. When it is ‘unknown’, the location-based authentication agency service is performed. 
     The authentication system  368  can determine authentication availability by determining the validity of a response from the user even if direction authentication of the passenger is possible. The validity of a response from a passenger can be determined as a low level when responses from a passenger to repeated attempts for authentication of the passenger is not consistent or when a passenger who has no past authentication information responds. The urgency and importance of authentication and the validity of a response from a passenger can be quantified by giving marks in accordance with the state of the passenger, an emergency situation, and response reliability of the passenger. Accordingly, the authentication system  368  can determine urgency and importance of authentication and the validity of a response from a passenger through quantitative estimation calculated by a predetermined algorithm. 
       FIG. 13  is a diagram showing an authentication attempt control method and an authentication attempt method through an agent in the authentication agency method. 
     Referring to  FIG. 13 , the main controller  370  determines urgency and importance of authentication (S 231  and S 232 ). 
     The main controller  370  performs control for authentication (S 233 ). The main controller  370  can determine the relevance between a current event requiring authentication and the current location and route of the vehicle  10 . When the relevance between a current event requiring authentication and the current location and route of the vehicle  10  is high, the main controller  370  can increase the control intensity of an authentication attempt higher than the case when the relevance is low, as the current location and route of the vehicle  10  come closer to an authentication zone where a product or a service ordered by a passenger is provided. 
     The main controller  370  determines the state of a passenger, and when the passenger cannot provide authentication information in person, that is, when direct authentication of the passenger is difficult or impossible, the main controller  370  determines whether an agent for authentication of the passenger has been set (S 234 ). The main controller  370  determines an agent associated with the passenger using one or more of predetermined agent information, riding information of the passenger, and past authentication information in the situation in which direct authentication of the passenger is difficult or impossible. The main controller  370  attempts to connect with the agent on the basis of information allowing for connection with the agent. The information allowing for connection with an agent may be a phone number, an email address, an SNS account, etc. When the main controller  370  is connected with a terminal of the agent through a network, the main controller  370  receives authentication information of the agent or selects past authentication information of the agent under permission of the agent and provides authentication information to the authentication system  368  (S 237 ). 
     The authentication system  368  performs authentication on the basis of the authentication information of the agent and stores the authentication information (S 238 ). The authentication system  368  can store the authentication information to the memory  340  together with information of the event requiring authentication and the current location and route of the vehicle  10 . 
     When there is no agent in step S 234 , the main controller  370  receives an authentication result from the authentication system  368  and determines authentication availability (S 239 ). When it is processed as ‘unknown’ in the determination of authentication availability in step S 239 , the main controller  370  attempts direct authentication of the passenger in a preliminary authentication zone set on the basis of the current location and route of the vehicle  10  that is autonomously driven by performing the location-based authentication agency service. When performing the location-based authentication agency service, the main controller  370  can perform step S 233  by adjusting the control intensity of the authentication attempt in the preliminary authentication zone (S 239  and S 240 ). 
       FIG. 14  is a flowchart showing location-based authentication agency, authentication execution, and authentication disallowance processes in authentication availability determination. 
     Referring to  FIG. 14 , the authentication system  368  receives the relevance between the information of an event requiring authentication and the current location and route of the vehicle, the urgency and importance of authentication, and authentication information from the main controller  370 , and determines authentication availability. The authentication information may be any one of authentication information received from a passenger or an agent and past authentication information stored in a memory. 
     The authentication availability determination may be divided into authentication execution and authentication information storage (S 242 ), authentication disallowance (S 243 ), Geofencing determination (S 244 ), etc. Step S 242  is a case when authentication is valid and authentication is succeeded. In step S 244 , a preliminary zone is set to perform the location-based authentication agency service in an unknown state in which authentication is not attempted for an event requiring authentication. 
     The main controller  370  performs the location-based authentication agency service in step S 244  that is a situation in which direct authentication of a passenger is difficult when attempting authentication (S 245 ). The location-based authentication agency service sets an authentication zone and a preliminary zone around the authentication zone on the basis of the relevance between the event requiring authentication and the current location and route of the vehicle  10 . The preliminary zone is an area where the relevance between the event requiring authentication and the current location and route of the vehicle  10  is high in comparison to the area where authentication is not required. The preliminary zone may be set as a concentric circular area around an authentication zone T 2 , as illustrated in  FIG. 17 . The size or radius of the preliminary zone may change in accordance with the urgency and importance of authentication. For example, the higher the urgency and importance of authentication, the larger the preliminary zone may be. The location-based authentication agency service repeatedly attempts direct authentication of a passenger while adjusting the control intensity until it receives authentication information from the passenger in the preliminary zone. 
       FIG. 15  is a flowchart showing in detail a control method of a location-based authentication agency service.  FIG. 16  is a diagram showing an example of an autonomous driving route of a vehicle and an authentication zone location.  FIG. 17  is a diagram showing an example of an authentication zone and a preliminary zone. 
     Referring to  FIGS. 15 to 17 , the main controller  370  sets a preliminary zone where authentication of a passenger is attempted, by processing Geofencing determination to perform the location-based authentication agency service. 
     The preliminary zone, as illustrated in  FIGS. 16 and 17 , can be set on the basis of the route R of the vehicle  10  that is autonomously driven and the current location of the vehicle  10 . In  FIG. 16 , S is a start point and T 1  is a destination. T 2  is a stopover or a changed destination. T 2  may be an authentication zone location of a store where a product or a service ordered by a passenger can be provided when an event requiring authentication or a relevant organization that receives a passenger in an emergency situation. 
     The preliminary zone may be set as a concentric circle around the authentication zone T 2 , as illustrated in  FIG. 17 . The preliminary zone is an area close to the authentication zone T 2  outside the authentication zone T 2 . The range of the preliminary zone may be defined as the radius from the center of the authentication zone T 2 . 
     The preliminary zone may be defined into a first preliminary zone G 1  and a second preliminary zone G 2 . The second preliminary zone may be close to the authentication zone in comparison to the first preliminary zone. The range of the preliminary zone may be adjusted in accordance with urgency and importance of authentication. The first preliminary zone G 1  is set as an area not departing from a route, including the route R to the first destination T 1 . 
     The second preliminary zone G 2  is set as an area between the first preliminary zone G 1  and the authentication zone T 2 . The second preliminary zone G 2  is close to the authentication zone T 2  in comparison to the first preliminary zone G 1 . The second preliminary zone G 2  is an area that passes through the route to the authentication zone T 2  while departing from the route R to the first destination T 1 . The may controller  370  can increase the control intensity in the second preliminary zone G 2  higher than that in the first preliminary zone G 1 . 
     The authentication system  368  stands by without attempting authentication of a passenger to be authenticated until the vehicle  10  that is autonomously driven along the route R enters the first preliminary zone G 1 . 
     The authentication system  368  attempts authentication to the passenger to be authenticated with the control intensity set by the main controller  370  when the vehicle  10  that is being driven on the existing route R is positioned on the first preliminary zone G 1  (S 151  and S 253 ). For example, the authentication system  368  can provide a message saying attempts of authentication to the passenger to be authenticated through a user interface device that is disposed for each passenger such as a display, a speaker, and seat vibration. The authentication system  368  can repeatedly attempt authentication of the passenger to be authenticated with predetermined time intervals in the first preliminary zone G 1 . 
     When valid authentication information is input from the passenger in the first preliminary zone G 1 , the authentication system  368  performs authentication and stores authentication information to the memory  340  (S 254  and S 255 ). The authentication system  368  can transmit the authentication information to a database connected to an external device through a network. The authentication information is stored with the event requiring authentication and the location and route of the vehicle  10 , thereby being able to be used for an AI learning process and the next authentication attempt. 
     Direct authentication of a passenger may fail without a response from the passenger to be authenticated until the vehicle  10  enters the second preliminary zone G 2  through the first preliminary zone G 1 . The vehicle  10  can enter the second preliminary zone G 1  along a route changed to go to the authentication zone G 2  departing from the existing route R (S 253  and S 254 ). 
     While the vehicle  10  is driven in the second preliminary zone G 2 , the authentication system  380  attempts authentication to the passenger to be authenticated with control intensity set by the main controller  370  (S 256  and S 257 ). The main controller  370  can further increase the control intensity of an authentication attempt in the second preliminary zone G 2 . For example, the authentication system  368  can output a message saying an attempt of authentication to the passenger to be authenticated by adding a user interface device for attempting authentication of a passenger or increasing the output intensity of a user interface device. The authentication system  368  can repeatedly attempt authentication of the passenger to be authenticated with predetermined time intervals in the second preliminary zone G 2 . The authentication system  368  can express a purchase reservation or an emergency situation by transmitting order information, which is input when there is a purchase request from a user in the second preliminary zone G 2 , to a store or an organization in the authentication zone T 2 . 
     When valid authentication information is input from the passenger in the second preliminary zone G 2 , the authentication system  368  performs authentication and stores authentication information to the memory  340  (S 258  and S 259 ). The authentication information is stored with the event requiring authentication and the location and route of the vehicle  10 , thereby being able to be used for an AI learning process and the next authentication attempt. 
     Direct authentication of a passenger may fail without a response from the passenger to be authenticated until the vehicle  10  enters the authentication zone T 2  through the second preliminary zone G 2 . The vehicles  10  informs a store or an organization in the authentication zone T 2  of arrival when entering the authentication zone T 2 , and attempts authentication to the passenger to be authenticated (S 258 , S 260 , and S 261 ). The main controller  370  can increase the control intensity of an authentication attempt when the vehicle enters the authentication zone T 2 . When valid authentication information is input from the passenger in the authentication zone T 2 , the authentication system  368  performs authentication and stores authentication information to the memory  340  (S 262  and S 263 ). The authentication system  368  can transmit the authentication information to a database connected to an external device through a network. 
     When direct authentication of the passenger fails because there is no response even though the authentication system  368  has attempted authentication to the passenger in the authentication zone T 2 , the authentication system  368  can read out past authentication information of the passenger from the memory or can download and receive the past authentication information through a network. If there is no response from the passenger even though authentication has been attempted to the passenger until the vehicle arrives at the authentication zone T 2  through the preliminary zones G 1  and G 2 , it may be a situation in which the passenger cannot perform authentication by himself/herself in person. If there is no response from a passenger when attempting authentication to the passenger in the authentication zone T 2 , the authentication system  368  performs authentication on the basis of valid past authentication information by inquiring past authentication information of the passenger and then stores the authentication information to the memory (S 262  and S 264 ). The authentication system  368  can transmit the authentication information to a database connected to an external device through a network. 
       FIGS. 18 to 21  are diagrams showing example of a location-based authentication agency service that is provided for various passengers who have difficulty in taking authentication or cannot take authentication in person. 
     Referring to  FIG. 18 , when a passenger in an autonomous vehicle sleeps after making a purchase request by ordering a product, the authentication system  368  can set preliminary zones G 1  and G 2  and perform the location-based authentication agency service. 
     A passenger may sleep after making a purchase request by ordering a product and changing a route to an authentication zone (S 181 ). The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the first preliminary zone G 1 , the main controller  370  informs the authentication system  368  of entering of the vehicle (S 182 ). 
     While the vehicle  10  is autonomously driven in the first preliminary zone G 1 , the authentication system  368  determines that the passenger is sleeping on the basis of a passenger state received from the main controller  370  and attempts authentication through the passenger through primary control. The primary control may be set at a weak control level that calls the name of the passenger through a speaker. When direct authentication of the passenger is impossible because the passenger does not wake up, the authentication system  368  processes this situation as “unknown” and stands by for a predetermined period (S 183 ). While the vehicle  10  is driven along the route R in the first preliminary zone G 1 , the authentication system  368  may repeatedly attempt authentication to the passenger until the passenger wakes up and provides authentication information in person. 
     The authentication system  368  can repeatedly attempt authentication through the passenger at the same control level as that in the first preliminary zone or can gradually increase the control intensity. 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the second preliminary zone G 2 , departing from the existing route R, the main controller  370  informs the authentication system  368  of entering of the vehicle (S 184 ). 
     While the vehicle  10  is autonomously driven in the second preliminary zone G 2 , the authentication system  368  determines that the passenger is sleeping on the basis of a passenger state received from the main controller  370  and attempts authentication through the passenger through secondary control. The secondary control attempts authentication through the passenger by increasing the control intensity, calling the name of the passenger through a speaker, and vibrating the seat in which the passenger sits. When determining that authentication through the passenger is impossible in the second preliminary zone, the authentication system  368  makes an appointment for purchase by transmitting order information of the passenger to a store in the authentication zone T 2  (S 185 ). 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven arrives at the authentication zone T 2 , the main controller  370  informs the authentication system  368  of arrival of the vehicle (S 186 ). 
     When the vehicle  10  arrives at the authentication zone T 2 , the authentication system  368  attempts authentication through third control to the sleeping passenger. The third control attempts authentication through the passenger by further increasing the control intensity, calling the name of the passenger through a speaker, vibrating the seat in which the passenger sits, and turning on/off light radiated to the passenger. When determining that direct authentication through the passenger is impossible even after arriving at the authentication zone T 2 , the authentication system  368  receives the product ordered by the passenger by selecting data necessary for authentication from past authentication information of the passenger stored in advance in the memory or past authentication information received from a network and then performing authentication on the basis of the data (S 187 ). 
     Referring to  FIG. 19 , a passenger with a selected agent, for example, a minor or a child gets in the vehicle  10 . A child in an autonomous vehicle can order a product and change a route for a request for purchase and using a toilet (S 191 ). In this case, an authentication zone may be a convenient store drive-thru. 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the first preliminary zone G 1 , the main controller  370  informs the authentication system  368  of entering of the vehicle (S 192 ). 
     While the vehicle  10  is autonomously driven in the first preliminary zone G 1 , the authentication system  368  determines that a passenger to be authenticated is a child on the basis of a passenger state received from the main controller  370  or the information of the passenger to be authenticated, and connects with an agent (or guardian) through a network, thereby attempting authentication through the agent. When the agent is not connected, the authentication system  368  processes this situation as “unknown” and stands by for a predetermined period (S 193 ). While the vehicle  10  is driven along the route R in the first preliminary zone G 1 , the authentication system  368  may repeatedly attempt connection with the agent until the agent is connected. 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the second preliminary zone G 2 , departing from the existing route R, the main controller  370  informs the authentication system  368  of entering of the vehicle (S 194 ). 
     While the vehicle  10  is autonomously driven in the second preliminary zone G 2 , the authentication system  368  attempts authentication through an agent by connecting with the agent or a secondary agent (or secondary guardian). When failing in authentication through an agent in the second preliminary zone, the authentication system  368  shows specifications of the order to the child to be authenticated and then makes an appointment for purchase by transmitting the order information of the child to a store in the authentication zone T 2  (S 195 ). 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven arrives at the authentication zone T 2 , the main controller  370  informs the authentication system  368  of arrival of the vehicle (S 196 ). 
     When the vehicle  10  arrives at the authentication zone T 2 , the authentication system  368  attempts to connect again with the agent(s) of the child to be authenticated. When determining that direct authentication through the agent is impossible even after arriving at the authentication zone T 2 , the authentication system  368  receives the product ordered by the child by selecting data necessary for authentication from past authentication information of the agent stored in advance in the memory or past authentication information received from a network and then performing authentication on the basis of the data (S 197 ). 
     Referring to  FIG. 20 , a passenger dropping down or abnormally acting may be observed in an autonomous vehicle. In this case, the main controller  370  determines that it is an emergency situation by determining the state of the passenger through an AI agent, searches for a surrounding relevant organization set in advance for emergency situations, and changes the route to a route going to the relevant organization (S 201 ). 
     The authentication system  368  sets the location of the relevant organization selected by the main controller  370  in accordance with the emergency situation into an authentication zone T 2  and preliminary zones G 1  and G 2 . The urgency and importance of authentication in an emergency situation can be set to a high point. 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the first preliminary zone G 1 , the main controller  370  informs the authentication system  368  of entering of the vehicle (S 202 ). 
     While the vehicle  10  is autonomously driven in the first preliminary zone G 1 , the authentication system  368  attempts authentication through a passenger through primary control. The authentication system  368  can determine authentication availability by determining the urgency and importance of authentication (S 203 ). For example, when there is no response from the passenger after an attempt of authentication through the passenger in the first preliminary zone G 1 , the authentication system  368  can immediately perform authentication through data from past authentication information of the passenger or can attempt authentication through an agent (or guardian) of the passenger. 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the second preliminary zone G 2 , departing from the existing route R, the main controller  370  informs the authentication system  368  of entering of the vehicle (S 204 ). 
     While the vehicle  10  is autonomously driven in the second preliminary zone G 2 , the authentication system  368  attempts authentication to the passenger through secondary control. In the secondary control, a user interface device may be added or the output intensity may be increased in comparison to the primary control. When failing in authentication through the passenger in the second preliminary zone G 2 , the authentication system  368  reserves an emergency service (emergency room) by transmitting passenger information to a relevant organization, for example, a hospital (S 205 ). 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven arrives at the authentication zone T 2 , the main controller  370  informs the authentication system  368  of arrival of the vehicle (S 206 ). 
     When the vehicle  10  arrives the authentication zone T 2 , the authentication system  368  attempts authentication again to the passenger through third control. When determining that direct authentication through the passenger is impossible even after arriving at the authentication zone T 2 , the authentication system  368  selects data necessary for authentication from stored past authentication information of the passenger or an agent or past authentication information received from a network, performs authentication on the basis of the data, and then transfers the passenger to the corresponding relevant organization so that the passenger is provided with an emergency service (S 207 ). 
     Referring to  FIG. 21 , a drunken passenger may make a request for purchase in an autonomous vehicle. The request for purchase by a drunken passenger may be low in reliability. The main controller  370  can change the route to the authentication zone in accordance with the request for purchase from the passenger (S 211 ). The main controller  370  can determine that the passenger who made the request for purchase is a drunken passenger by determining the state of the passenger through the AI agent, and can input the state of the passenger to the authentication system  368 . A relatively low point may be set in urgency and importance for the event that the drunken passenger generated. 
     The main controller  370  monitors the current location and route of the vehicle  10 , and when the vehicle  10  that is autonomously driven enters the first preliminary zone G 1 , the main controller  370  informs the authentication system  368  of entering of the vehicle (S 212 ). 
     While the vehicle  10  is autonomously driven in the first preliminary zone G 1 , the authentication system  368  attempts authentication through the drunken passenger through primary control. The authentication system  368  can determine authentication availability by determining the urgency and importance. For example, when there is no response from the passenger or responses from the passenger are not consistent in an attempt for authentication through the drunken passenger in the first preliminary zone G 1 , the authentication system  368  can determine that authentication is impossible (S 213 ). 
     When checking a request for purchase, the authentication system  368  can accumulate 1 when the specifications of the request for purchase are correct, subtract 1 when the specifications are incorrect (NOK), and accumulate 0 when the specifications are unknown. The authentication system  368  can repeatedly check the specifications of a request for purchase from a passenger and can determine validity of responses from the passenger on the basis of accumulated points. 
     The authentication system  368  can provide the authentication agency service even though a passenger purchases a product or a service, which can be provided in a vehicle, and authentication through the passenger is impossible. In this case, since the authentication zone is the vehicle  10 , it is possible to attempt authentication through the passenger for a predetermined time without Geofencing, and when direct authentication of the passenger is failed, it is possible to perform authentication on the basis of data selected from past authentication information of the passenger or an agent. 
     An autonomous vehicle and an authentication agency method thereof of the present invention may be described as follows. 
     An autonomous vehicle of the present invention includes: a controller  370  that outputs a location and a route of the vehicle when an event requiring authentication of a passenger occurs; and an authentication system  368  that sets a preliminary zone on the basis of the location and the route of the vehicle input from the controller, attempts direct authentication of the passenger in the preliminary zone, and performs authentication on the basis of data stored in advance or data received through a network after arriving at an authentication zone outside the vehicle when direct authentication of the passenger is failed. The authentication zone includes a store or an organization where the event is finished. 
     The authentication system repeatedly attempts authentication to the passenger through a user interface device in the vehicle in the preliminary zone, and increases control intensity for an authentication attempt by adding the user interface device or increasing output intensity of the user interface device as the vehicle comes close to the authentication zone. 
     The authentication system changes the size of the preliminary zone in accordance with urgency and importance of the event requiring authentication of a passenger. 
     The preliminary zone includes: a first preliminary zone; and a second preliminary zone defined between the first preliminary zone and the authentication zone. The first preliminary zone includes an existing route before being changed into a post-change route to the authentication zone. The second preliminary zone includes a post-change route to the authentication zone. 
     The event requiring authentication of a passenger includes a request for purchasing a product or a service from the passenger. 
     The authentication system attempts authentication through the passenger using a user interface device in the first preliminary zone, attempts authentication through the passenger using the user interface device in the second preliminary zone, and makes an appointment for purchase by transmitting order information of the passenger to a store in the authentication zone when determining that authentication through the passenger is impossible. 
     The controller determines the state of the passenger by analyzing images from a camera in the vehicle and provides data indicating the state of the passenger to the authentication system. 
     The authentication system sets the preliminary zone when the state of the passenger is a state in which direct authentication of the passenger is difficult or impossible. 
     The event requiring authentication of a passenger includes an emergency situation in which an abnormal state of the passenger is sensed. 
     The authentication system attempts authentication through the passenger using a user interface device in the first preliminary zone, attempts authentication through the passenger using the user interface device in the second preliminary zone, and makes an appointment for an emergency service by transmitting information of the passenger to a relevant organization when determining that authentication through the passenger is impossible. The authentication system performs authentication on the basis of data selected from past authentication information of the passenger or an agent of the passenger in the authentication zone. 
     An authentication agency method of an autonomous vehicle includes: setting a preliminary zone on the basis of a location and a route of the vehicle when an event requiring authentication of a passenger occurs; and attempting direct authentication of the passenger in the preliminary zone and performing authentication on the basis of data stored in advance or data received through a network after arriving at an authentication zone outside the vehicle when direct authentication of the passenger is failed. The authentication zone is an area including a store or an organization where the event is finished. 
     The authentication agency method of an autonomous vehicle further includes: repeatedly attempting authentication to the passenger through a user interface device in the vehicle in the preliminary zone; and increasing control intensity for an authentication attempt by adding the user interface device or by increasing output intensity of the user interface device as the vehicle comes close to the authentication zone. 
     The authentication agency method of an autonomous vehicle further includes changing the size of the preliminary zone in accordance with urgency and importance of the event requiring authentication of a passenger. 
     The authentication agency method of an autonomous vehicle further includes setting the preliminary zone into a first preliminary zone and a second preliminary zone defined between the first preliminary zone and the authentication zone. The first preliminary zone includes an existing route before being changed into a post-change route to the authentication zone. The second preliminary zone includes a post-change route to the authentication zone. 
     The authentication agency method of an autonomous vehicle further includes further increasing control intensity of an authentication attempt by adding the user interface device or increasing output intensity of the user interface device in the second preliminary zone in comparison to the first preliminary zone. 
     The authentication agency method of an autonomous vehicle further includes: attempting authentication through the passenger using a user interface device in the first preliminary zone; attempting authentication through the passenger using the user interface device in the second preliminary zone; and making an appointment for purchase by transmitting order information of the passenger to a store in the authentication zone when determining that authentication through the passenger is impossible. 
     The authentication agency method of an autonomous vehicle further includes determining the state of the passenger by analyzing images from a camera in the vehicle. 
     The authentication agency method of an autonomous vehicle further includes: attempting authentication through the passenger using a user interface device in the first preliminary zone; attempting authentication through the passenger using the user interface device in the second preliminary zone, and making an appointment for an emergency service by transmitting information of the passenger to a relevant organization when determining that authentication through the passenger is impossible; and performing authentication on the basis of data selected from past authentication information of the passenger or an agent of the passenger in the authentication zone. 
     The present invention can be achieved by computer-readable codes on a program-recoded medium. A computer-readable medium includes all kinds of recording devices that keep data that can be read by a computer system. For example, the computer-readable medium may be an HDD (Hard Disk Drive), an SSD (Solid State Disk), an SDD (Silicon Disk Drive), a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage, and may also be implemented in a carrier wave type (for example, transmission using the internet). Accordingly, the detailed description should not be construed as being limited in all respects and should be construed as an example. The scope of the present invention should be determined by reasonable analysis of the claims and all changes within an equivalent range of the present invention is included in the scope of the present invention.