## 1 Introduction
Hyundai Motors [17] has expanded its business into the mobility service sector through a joint venture named \"Motional\", established with the U.S. autonomous driving specialist company \"Aptive.\" Motional [18] is currently conducting a pilot operation of its vehicle-hailing service termed \"RoboRide.\" Tesla [19], a representative example of a new automobile manufacturer, can mass-produce AV based on electric vehicles and is considered to be the closest to commercialization with its self-developed artificial intelligence semiconductor chips and camera-centric object recognition method. Meanwhile, the International Organization for Standardization (ISO) and the SAE have established industry standards for vehicles, roads, and V2X messages, respectively. For instance, the ISO has set up several Technical Committees (TC), such as ISO/TC 22 for road vehicle standards, ISO/TC 204 [20] for intelligent transport systems standards, and ISO 14296 [21] for the LDM standard. Moreover, SAE has defined the J2735 standard message to support V2X communication. The J2735 is considered a de-facto standard, and many countries are referencing it to proceed with the standardization of V2X data [22]. As a result of these efforts, the interaction between AVs and conventional vehicles on the road is inevitable in the future, which is likely to result in various challenges [23; 24]. For instance, safety issues may arise since AVs have a lack of responsiveness to unexpected situations and inadequate knowledge of the behavior of other road users such as cars, pedestrians, and motorcycles. Additionally, efficiency issues related to road utilization may arise because of the inability of AVs to effectively drive short distances. The role of traffic control centers is crucial in promptly identifying these challenges and addressing them by delivering information to AVs, actively responding to and managing the situation, and optimizing traffic flow. Currently, most existing traffic information centers collect traffic information (such as traffic conditions and incidents) on specific links and provide it to navigators, broadcasters, and others in a one-way manner every 5 min [25; 26]. In the future, these conventional traffic information centers will need to expand their functions and roles to become integrated monitoring and traffic control centers for both AVs and conventional vehicles. These centers would collect and provide real-time micro-traffic information at the lane level, enable real-time traffic control, and facilitate optimal traffic flow. This study proposed a traffic information model that should be managed by the traffic control center and a software service model to provide traffic information for problem-solving and preemptive response in roads mixed with AVs and conventional vehicles. By employing the results of our research, one can model various kinds of objects in traffic sites (e.g., autonomous vehicles and traffic signals) and utilize the result of modeling to ensure the safety of objects. The results can also be the standard for communication between related parties operating the integrated traffic control centers, so that the cost occurred from misunderstanding each other can be reduced. The remainder of this paper is organized as follows. Section 2 reviews related works. In Section 3, types of future traffic information are identified and defined by expanding the conventional traffic information utilized in Korea. Then, a notation for expressing each proposed traffic information type is proposed as a logical model and the logical modeling results for each traffic information type are described. In Section 4, a future traffic information service model is proposed, which described the names, operations, input/output messages, and relationships between services that provide traffic information. Then, the importance of each service is evaluated through a survey. Finally, the conclusions and possible avenues for future research are presented in Section 5.