자율주행자동차와 긴급피난에 관한 논의

송기복(Song, Gi-Bok),정용기(Chung, Yong-Ki) 한국안보형사법학회 2018 안보형사법연구 Vol.2 No.1

4차 산업혁명 시대에서 자동차산업의 발달은 사람이 자동차를 통제하면서 운전하는 방법에서 벗어나 빅데이터, 사물인터넷, 인공지능 알고리즘 등과 결합되어 자동차가 스스로 주변 환경과 교통상황 등을 판단하여 운행하는 자율주행자동차 시대로 변화하고 있다. 자율주행자동차의 상용화와 더불어 발생할 수 있는 자율주행자동차의 교통사고에 대한 형법 등 관련법률의 해석과 적용에 새로운 접근이 필요하다. 자동차의 운행 중에 운전자가 자신의 생명을 보호하기 위해 타인의 생명·신체에 대한 법익을 침해할 수밖에 없는 상황에서 운전자는 어떠한 선택을 하게 된다. 이러한 선택에 대해서는 정당화적 긴급피난, 면책적 긴급피난, 부작위범의 특수한 형태의 법리가 적용될 수 있을 것이다. 특히 본고에서는 따라서 긴급피난의 법리가 자율주행자동차 운전자, 자율주행자동차 제조사, 자율주행자동차의 프로그래밍 등에 적용이 가능한지에 대하여 검토한 결과는 다음과 같다. 첫째, 자율주행자동차 운전자에 대하여 실재로 자동차를 작동시켜 도로교통에 이용하는 행위를 실행행위라고 가정하고 허용된 위험, 정당화적 긴급피난, 면책적 긴급피난의 적용 가능성에 대하여 검토한 결과, 허용된 위험의 원리는 자동차 운전자의 불가벌성의 근거로 볼 수 없고, 생명의 균형가능성이 부정되므로 긴급피난도 부정된다고 생각한다. 둘째, 자율주행자동차 제조사의 가벌성은 다른 교통참가자가 희생되도록 프로그래밍 되어 있는 경우에는 자동차를 작동시키는 시점에서 자동차 운전자에게 구성요건적 결과발생에 대한 고의 또는 과실의 여부에 따라 제조사의 가벌성은 운전자의 가벌성에 대응된다. 또한 교통참가자의 생명을 보호하기 위해 자동차 운전자의 생명을 침해하도록 프로그래밍 되어 있는 경우에는 과실에 의한 작위범의 성립가능성이 있다. 셋째, 자율주행자동차 제조사의 프로그래밍 행위에 대하여 긴급피난의 성립요건인‘위난의 현재성’은 정당방위의‘급박한 현재성’과 동일한 의미 또는 평행으로 이해하여‘위난의 현재성’이 인정되고, 피난의사를 인정할 수 있다. 상당한 이유(보충성)에 대해서는 제3자를 희생시켜 운전자의 생명을 보호하는 것이 유일한 수단인 경우 보충성을 인정할 수 있다고 할 것이다. In the 4th Industrial Revolution era, the development of the automobile industry is changing from a method in which a person controls a car to driving to an autonomous driving car age in which Big data, Internet of objects, AI algorithms, etc. are combined operate themselves by judging their surroundings and traffic conditions. A new approach is needed to interpret and apply relevant laws such as the Criminal Law on autonomous driving car that can occur along with the commercialization of autonomous driving car. A driver will have to make a choice in a situation where he has to violate the legitimate interests of others lives and bodies in order to protect their own lives while driving a car. A driver will have to make a choice in a situation where he has to violate the legitimate interests of others lives and bodies in order to protect his life while driving a car. For this choice, a special form of law such as a justified emergency evacuation, emergency evacuation exempted from responsibility, and crime of omission may be applied. Therefore, it has been examined whether this law of emergency evacuation can be applied to autonomous driving car users (passengers), autonomous driving car manufacturers, and the programming stages of autonomous driving car. First, for autonomous driving car users, as a result of assuming that the act of actually driving a car and using it for road traffic is an act of execution and examining the applicability of permitted risk, justified emergency evacuation, and emergency evacuation exempted from responsibility, emergency evacuation is also denied because the principle of permitted risk can not be seen as a basis for the non-penalty of car users and the possibility of life balance is denied. Second, the penalty of the autonomous driving car manufacturers corresponds to the that of users depending on the intent or negligence of the constituent outcome to the users of the vehicle at the time of operating the vehicle if another traffic participant is programmed to be sacrificed. In addition, if it is programmed to infringe the life of a car user in order to protect the life of a traffic participant, there is a possibility of commissive crime due to negligence. Third, regarding the programming behavior of autonomous driving car maker, the the present nature of disaster , which is the requirement of the emergency evacuation, is the same meaning or parallel as imminent currentness of self-defence so the present nature of disaster can be acknowledged, and the intention of evacuation can be recognized. For a substantial reason (supplements) supplementary nature would be acceptable if protecting the user s life at the expense of a third party is the only means.

자율주행자동차의 법적 쟁점과 입법 과제

김영국(Kim, Young-Kook) 숭실대학교 법학연구소 2016 法學論叢 Vol.36 No.-

자율주행자동차의 발전은 운전자 중심의 현행 법제도의 근본적인 재검토를 필요로 한다. 운전자의 의사와 기능에 따라 자동차의 관리 및 운행을 통제하는 현행법 체계는 자율주행자동차의 도입으로 인해 새로운 한계에 직면할 것이기 때문이다. 앞으로 차량 운행 시 운전자의 운전 관여가 축소되고, 더 나아가 완전히 배제되는 자율주행 기술이 더욱 현실화될 것이므로, 이에 대한 새로운 법체계를 구축하는 일은 시급한 과제이다. 일반적으로 입법은 혼란과 중복을 막기 위해 사안이 성숙한 이후에 구체적으로 이루어지는 경향이 있다. 그러나 자율주행자동차는 이미 현실화 되고 있을 뿐만 아니라 개발 및 제조단계에서부터의 법적 검토가 교통사고의 예방과 회복에 중요하다. 이에 이 글에서는 현행 법체계 하에서의 자율주행자동차의 법적 쟁점과 문제점을 검토하고, 앞으로의 입법방향에 대하여 논의하였다. 특히 자율주행자동차 운행 중 사고에 대한 손해배상책임 문제와 관련하여 현행 자동차손해배상보장법의 개정을 통한 법적 규율 방안을 모색하였고, 책임의 주체가 운전자에서 자동차 중심으로 변화하고 있음을 고려하여 제조물 책임법의 개정 방안도 검토하였다. 또한 자율주행자동차의 보급시에 이루어져야 할 규제법령의 개정 방안도 논의하였다. The development of autonomous driving Cars requires fundamental re-examination of the current legal institution which is centered on drivers. The current legal system, which controls management and navigation of vehicles depending on intention and function of drivers, faces new limits due to the introduction of autonomous driving cars. In the future, engagement by drivers in driving a car will be reduced, and the technology of autonomous navigation where a driver is completely excluded are going to be realized. Therefore. establishing a new legal order is an urgent task. First, this article examined legal issues and problems of autonomous driving cars under the current legal system, and discussed the legislation direction in the future. Currently the technology of autonomous driving cars is applied to some cars, and realization of autonomous navigation in a practical meaning will take some time because of technology development, trial navigation, and commercialization. In particular, in relation to liability for damages regarding accidents during driving, examination of legal regulations through the guarantee automobile accident compensation act is required. In this regard, navigation of autonomous driving cars and measures to address legal liability for car accidents during driving under the current law were examined, and revision direction for ordinance, which needs to be done at the time of spread of autonomous driving cars, was discussed. As a result, this article concluded that rather than special act on navigation of autonomous driving cars, revising the regulations in question within the current legal system is reasonable, and related discussions were made.

자율주행차 사고발생유형과 형사책임에 관한 탐색적 연구

홍태석(Hong Tae-Seok),권양섭(Kwon Yang-Sub),곽병선(Kuack Byong-Sun),이종찬(Lee Jong-Chan) 한국법이론실무학회 2018 법률실무연구 Vol.6 No.3

대부분의 교통사고가 운전자의 과실에 의해 발생하고 있다. 자율주행자동차가 상용화 될 경우 이와 같은 운전자 과실에 의한 사고를 예방할 수 있다. 하지만 완벽한 자율주행자동차라 하더라도 사고의 위험성을 부정할 수는 없다. 자율주행자동차 사고유형으로는 운전자(소유자)의 고의 · 과실에 의한 사고, 차량의 기계적 결함에 의한 사고, 소프트웨어 오작동에 의한 사고, 오류정보에 의한 사고, 외부해킹에 의한 사고 등 5가지 유형의 사고를 예상해 볼 수 있다. 자율주행자동차가 주행 중 사고가 발생하였을 경우 법적 책임의 문제는 기존의 자동차사고와는 다른 새로운 패러다임을 요구하고 있다. 다양한 법률적 문제 중에서 가장 해결이 쉽지 않은 문제가 형사법적인 문제이다. 자율주행자동차 사고발생시 법적 책임의 귀속에 관한 문제는 과학의 문제가 아니다. 규범의 문제이며, 특히 형사책임에 있어서는 형법의 기본이념인 책임주의와의 관계에서 해결해야 한다. 자율주행모드 레벨 1단계에서 3단계까지는 운전자가 운행의 주체가 되어 자동차를 운행하기 때문에 사고가 발생한 경우에는 사고책임을 현행과 같이 운전자에게 귀속시킬 수 있다. 그러나 레벨 4단계에서는 자율주행자동차는 운전자의 개념이 존재하지 않으며, 탑승자는 승객에 불과하다. 운행에 대한 주의의무가 존재하지 않은 탑승자에게 기존의 법리대로 형사상 책임을 귀속시킬 수는 없다. 본 논문에서는 자율주행자동차의 개념과 기술현황을 살펴본 후, 자율주행자동차가 상용화 되었을 경우 발생할 수 있는 사고유형을 탐색적으로 연구하였다. 자율주행자동차의 레벨 단계별 형사책임에 대해 분석한 후, 각각의 형사법적 쟁점에 대해 살펴보았다. Most traffic accidents are caused by the drivers fault. If self-driving cars are commercialized, such accidents can be prevented due to driver error. However, even a perfect self-driving car cannot deny the danger of accidents. The self-driving car accident types are expected to include accidents caused by intentional negligence of the driver (owner), mechanical failure of the vehicle, accidents caused by software malfunction, accidents caused by incorrect information, and accidents caused by hacking. If a self-driving car is involved in an accident while driving, the problem of legal responsibility is different from that of a car accident. We are asking for a new solution. Among the various legal issues, the least solvable is the issue of criminal punishment. The question of whether or not a self-driving car accident is a matter of science. It is a matter of normality, and especially criminal liability should be addressed in relation to the principle of liability, which is the basic principle of criminal law. From level 1 to level 3 of self-driving mode, a person (driver) becomes the main body and cars are driven. In the event of a driving accident, there is no legal problem in implying the responsibility for the accident to the driver as it is now. However, in level 4, there is no driver for self-driving cars. All passengers are merely in position. To impute a driver to a criminal negligence according to the existing law would be contrary to the criminal responsibility. In this paper, we looked at the concept of self-driving cars and their current technology. The accident patterns that may occur if self-driving cars are commercialized were investigated. After analyzing the criminal liability for each level of self-driving cars, we looked at each criminal law issue.

시나리오기반의 자율주행차 인테리어 디자인 방법 연구

왕명비,김진성 한국자동차공학회 2023 한국 자동차공학회논문집 Vol.31 No.7

The rapid development of self-driving and AI has profoundly impacted the automobile industry, shaping a development trend in the automobile industry characterized by the integration of automobiles and the Internet. The ongoing transition from non-autonomous driving to self-driving has drastically changed the usage scenarios. These effects can be most apparently witnessed in electric cars’ interior configuration. Because of self-driving technology, car interiors are no longer limited to as many spatial and layout constraints, while the removal of the necessity to drive has presented users with more degrees of freedom, allowing them to focus on activities within the car. This creates a set of new specifications for car interior design workflow, in particular one that aims to create new usage scenarios inside the car. Hence, designing car interior configurations that not only fit the usage scenarios and fulfill the user requirements, but also bring enjoyable transportation experience, has become very crucial. However, due to the unsuitability of conventional car interior configurations in offering design guidance for self-driving cars, Therefore, this interior configuration method study was carried out from the perspective of usage scenarios. This research was conducted based on the keyword “usage scenarios”, and started by carrying out relevant investigations on self-driving cars. Next, the usage scenarios were defined, and the interactive relationship of the usage scenarios with the interior configuration were explored. Then, a list of user requirements were obtained through analyzing the usage scenarios before being incorporated into the usage scenario research. Lastly, a design method for interior configurations of self-driving cars based on usage scenarios were put forward.

자율주행자동차의 손해배상책임

곽영민 ( Kwak Yeoung Min ) 경성대학교 법학연구소 2016 경성법학 Vol.25 No.-

자율주행자동차는 자동차 스스로 주변 환경을 인식하고, 위험을 판단하면서, 계획한 목적지까지 졍로를 주행하는 자동차로서, 운전자의 주행조작을 최소화 하며 스스로 안전주행이 가능한 인간 친화형 자동차를 말한다. 인간을 운전이라는 노동과 위험에서 구제할 수 있다는 장점에도 불구하고 자율주행자동차를 처음 접하는 우리들로써는 이와 관련된 제도나 법적 책임의 문제 등에 대해서 고민하지 않을 수 없다는 것을 인식하고 있을 것이다. 즉 인간이 목적지만 입력하고 운행 중에 일어나는 여러 가지 법적인 책임을 과연 누구에게 물을 것인가가? 아직은 운전자에 의한 제어 및 감시가 필수인 단계이지만, 2030년에는 운전자가 목적지만 입력하는 완전 자율주행 자동차 시대가 될 것이라고 본다. 현재 세계 각국에서는 자율자동차와 관련된 법과 제도가 시행중에 있으나 레벨 4단계 까지 포함하는 법적 제도는 미비하다. 우선적으로 자율운행 자동차의 운행으로 야기되는 법적책임에 관하여 먼저 규정과 제도의 정비가 필요하지만, 현행법 하에서 일반 자동차의 운행자의 책임을 「자동차손해배상법」에서 규정하였다면, 자율주행자동차의 책임은 「제조물 책임법」으로 규정지을 수 있는가 하는 문제가 있다. 현재 우리나라는 자동차급발진 사고와 관련하여 제조사의 책임을 인정하지 않고 있는데, 자율주행 자동차의 상용화 문제와 관련하여 이러한 기계적 결함에 대한 합리적인 대안이 필요하다. 이런 이유로 상용화를 목표로 하고 있는 2020년까지는 「자동차관리법」「도로교통법」을 포함한 교통관련 법률들의 정비가 일정부분 구비되고 전자서명법, 전자어음법 등의 제정과 같이 자율주행자동차 운영에 대한 사항은 도로교통법 등 현행법제에 근거규정을 마련해서 자율주행자동차를 운행함으로써 발생하는 법적인 제 문제는 이를 실제로 구현하는데 필요한 주요 사항들을 아우를 수 있는 독립적인 법률의 제정이 필요하다고 생각한다. 자율주행자동차 제조자책임과 관련하여서는 제조자책임의 면책사유 등이 존재하지만, 자율주행자동차의 규제의 목적이 사람의 신체나 생명인 점을 감안하여 제조자의 책임을 보다 엄격하게 물을 필요가 있다고 생각되며 이에 대한 입증책임의 문제는 현재 각국에서 시행을 준비하고 있는 기록장치 등의 의무 장착 등으로 해결 하는 것이 바람직한 방향이라 생각된다. 그리고, 교통사고의 사후 처리 문제와 관련된 보험문제는 상기와 같은 관점에서 운행자의 개인책임을 묻는 자동차보험시장은 상당부분 축소될 것으로 보이며 제조자 배상책임분야가 확대 재편될 것으로 보인다. 두 부문 간의 상호관계는 교통사고 시 피해자배상과 관련하여 우선 자동차손해보험에서 배상이 이루어지고 차후 기록장치 등의 분석을 통하여 제조자 책임을 물어 보험회사가 구상하는 방안도 생각해볼 수 있을 것이다. 나아가 자동차구매자와 판매자가 각각 자동차보험과 제조자책임보험을 한회사로 일괄해서 가입토록 한다면 시간적, 경제적 이익과 함께 배치되는 책임에 대한 해결을 자연스럽게 해결할 수 있는 방안이라 생각한다. An autonomous car is a vehicle that is capable of sensing its environment, detecting hazards, and navigating to the desired destination and it can be referred to as a human-friendly vehicle which is able to drive itself safely by minimizing human input for driving. In spite of the obvious benefit that it can keep human out of the efforts of labor and danger of driving, those of us who encounters this autonomous car for the first time, we must think carefully about its related laws and legal liability issues. In other words, who is legally responsible for the various accidents happening while driving to the destination set by driver? A driver should be in control and monitoring of the vehicle for now, there will be the era of fully autonomous cars by 2030 so that the only role of a human would be indicating the destination. At present in many nations the related laws and regulations concerning autonomous cars are in operation but legal system including level 4 is still insufficient. Above all, the improvement of laws and regulations with regard to legal responsibility of autonomous vehicle driving is in need, since the responsibility of driver is stipulated in the Guarantee of Automobile Accident Compensation Act under existing law it is controversial whether responsibility of autonomous car could be stipulated in the Product Liability Law or not. So far the liability of manufacturer regarding unintended acceleration accident has not been admitted in Korea, thus reasonable alternatives about mechanical defects in regard to commercialization of autonomous car are in need. Hence, in the aim of commercialization by 2020, partial amendment of relevant laws and regulations including Motor Vehicle Management Act and Road Traffic Act is necessary and management of autonomous car associated with enactment of Digital Signature Act and Electronic Bills Act should be based on current law such as Road Traffic Act. In order to resolve a number of legal issues concerning operation of autonomous vehicle, it is required to enact independent law integrating necessary significant features to implement in practice. In connection with manufacturer`s responsibility for autonomous car, there exists cause of exemption from carmaker`s responsibility, however it is necessary to make manufacturer take legal responsibility more stringently with regards to the issue of burden of proof, for example mandatory installation of recording device in preparation for enforcement all over the world now would be a desired direction. For reasons mentioned above, in the case of insurance matter concerning the settlement of traffic accident, car insurance marketplace holding driver responsible will dwindle while product liability insurance will expand and rather reorganize. Considering the correlation between these two factors, with reference to the indemnification for damage in case of an accident, at first automobile liability insurance compensates for the loss with analysis of recording device by holding manufacturer to account and insurance company claims damages later. Furthermore if both car buyer and seller take out a car insurance and manufacturer-liability insurance collectively, it would be a solution that obtains not only economic benefits in terms of time consumption but also reasonable solutions for liability issues.

EXPLORING CONSUMER RESISTANCE TOWARDS SELF-DRIVING CARS

Tabea Sippel 글로벌지식마케팅경영학회 2018 Global Marketing Conference Vol.2018 No.07

This empirical study explores determinants of consumer resistance towards self-driving cars by considering the level of car autonomy. Based on a literature review, this research distinguishes between the effects of functional and psychological barriers on behavioral intention. Several studies have clarified that technological innovation in particular, need to overcome several barriers as a first step, before (potential) users will even start to favor buying such an innovation. Data was collected by an online-survey in December 2017, resulting in an effective sample of 182 respondents. The sample has an average age of M = 24.46 years with 70% male participants and a total of 95% were in possession of a driver license. To ensure that the respondents are able to differentiate between the characteristics or levels of autonomous driving, two independent samples were surveyed on the basis of different scenarios (low and high autonomy). In addition, a structural equation model (SEM) was used to perform an analysis of measurement and structural models using SmartPLS 3.0 software. The findings show that functional and psychological aspects explain consumer resistance towards self-driving cars. Interestingly, the results of a moderation analysis illustrate that the effects of both psychological barriers (i.e., image and traditions/norms) on behavioral intentions vary between a high and a low level of car autonomy. In detail, for those who evaluated the high autonomy scenario (N=92), significant results can be presented for both psychological barriers. Surprisingly, no significant relationship between risk barrier as functional barrier and behavioral intention can be verified. Conclusively, marketers and OEM’s, respectively, should elaborate specific strategies for the different levels of autonomous driving that will be introduced to the market over the next decades. To support these findings, it would be helpful to test the model with a larger sample and new items to test for a potential usage barrier. Moreover, it would be prudent to test additional scenarios and levels of autonomous driving.

VRacing: An First Person Narrative VR Simulator to Measuring User Experience in Autonomous Vehicle

( Chae Rin Im ),( Ji In Lee ),( Hye Soo Yoo ),( Ji Yoon Sung ),( Jin Woo Kim ) 한국감성과학회 2015 추계학술대회 Vol.2015 No.-

The concept of driving has been re-defined within the evolution that it has evolved to the self-driving technology. By emerging this new paradigm of driving, researchers need to reconsider changing the primary task while driving the car. Also, many researchers have emphasized the understanding of interaction between human and autonomous vehicle in the field of affective science and engineering. However, a major problem with this research domain is lack of research instrument based on autonomous driving. The existing research of traditional driving used experiment methodology with various simulators to conduct psychology, affection, and user experience (UX) of driver. In this paper, we propose VRacing . a first person driving simulator that considers the context of autonomous vehicle in Virtual Reality environment. To achieve our research goal, we first developed five scenarios which are built within the simulator system from prior researches covering from the driver-assisted systems to autonomous driving. And we ascertain the interface and the features based on a Driver Assistance System. Finally, we implemented VRacing with Unity 5.1 and VR device (Samsung Gear VR).

해석수준과 메시지 프레이밍에 따른 자율주행택시의 사용의도에 관한 연구

윤승정(Seong Jeong Yoon),김민용(Min Yong Kim) 한국지능정보시스템학회 2018 지능정보연구 Vol.24 No.3

The purpose of this study is to analyze the difference of interpretation level and intention to use message framing when autonomous vehicle, which is emerging as the product of 4th industrial revolution, is used as taxi, Interpretation level refers to the interpretation of a product or service, assuming that it will happen in the near future or in the distant future. Message framing refers to the formation of positive or negative expressions or messages at the extremes of benefits and losses. In other words, previous studies interpret the value of a product or service differently according to these two concepts. The purpose of this study is to investigate whether there are differences in intention to use when two concepts are applied when an autonomous vehicle is launched as a taxi. The results are summarized as follows: First, the message format explaining the gain and why should be used when using the autonomous taxi in the message framing configuration, and the loss and how when the autonomous taxi is not used. Messages were constructed and compared. The two message framing differed (t = 3.063), and the message type describing the benefits and reasons showed a higher intention to use. In addition, the results according to interpretation level are summarized as follows. There was a difference in intentions to use when assuming that it would occur in the near future and in the near future with respect to the gain and loss, Respectively. In summary, in order to increase the intention of using autonomous taxis, it is concluded that messages should be given to people assuming positive messages (Gain) and what can happen in the distant future. In addition, this study will be able to utilize the research method in studying intention to use new technology. However, this study has the following limitations. First, it assumes message framing and time without user experience of autonomous taxi. This will be different from the actual experience of using an autonomous taxi in the future. Second, self-driving cars should technical progress is continuing, but laws and institutions must be established in order to commercialize it and build the infrastructure to operate the autonomous car. Considering this fact, the results of this study can not reflect a more realistic aspect. However, there is a practical limit to search for users with sufficient experience in new technologies such as autonomous vehicles. In fact, although the autonomous car to take advantage of the public transportation by taxi is now ready for the road infrastructure, and technical and legal public may not be willing to choose to not have enough knowledge to use the Autonomous cab. Therefore, the main purpose of this study is that by assuming that autonomous cars will be commercialized by taxi you can do to take advantage of the autonomous car, it is necessary to frame the message, why can most effectively be used to find how to deliver. In addition, the research methodology should be improved and future research should be done as follows. First, most students responded in this study. It is also true that it is difficult to generalize the hypotheses to be tested in this study. Therefore, in future studies, it would be reasonable to investigate the population of various distribution considering the age, area, occupation, education level, etc. Where autonomous taxi can be used rather than those who can drive. Second, it is desirable to construct various message framing of the questionnaire, but it is necessary to learn various message framing in advance and to prevent errors in response to the next message framing. Therefore, it is desirable to measure the message framing with a certain amount of time when the questionnaire is designed.

보험계약상 사회 안전보장을 위한 약관확보방안

박은경(Park, Eun Gyoung) 한국법학회 2017 법학연구 Vol.68 No.-

교통약자의 이동성 보장과 자동차사고율의 감소를 목적으로 개발된 자동주행기술의 비약적인 발전으로 미국, 독일, 일본, 한국 등 자동차 기술 선진 국가는 빠르면 2020년부터 사람운전자(a driver)의 적극적인 개입이 필요 없는 자율주행자동차(Self Driving Car: SDC)의 상용화 서비스를 시작할 것이라고 발표하였다. 그러나 일정한 시기까지는 자율주행자동차와 일반자동차가 도로상에서 함께 주행할 것이고, 자율주행 중에도 비상시에는 사람운전자가 수동으로 운전하여야 하기 때문에 당분간은 자동차사고를 100% 감소시킬 수는 없다. 자율주행자동차 사고가 발생한 경우에 인신 및 재산상 손해에 대한 법률적 배상책임을 누가 부담하도록 할 것인가에 대한 명확한 해결방안이 제시되고 있지 않은 상황은 자율주행자동차의 제조자, 보유자, 이용자, 보행자 모두에게 새로운 위험을 야기하고 있다. 제조물책임 부담이나 무과실책임, 피해자에 대한 신속한 구제절차의 부재 등이 그러한 위험에 해당한다. 그리고 피할 수 없는 사고가 예상되는 경우에 탑재된 자율주행기술(e-driver)이 피해자를 선택하도록 허용할 수 없다는 것을 명확히 하여야 한다. 2017년 독일에서 발표된 자율주행기술의 윤리적가이드 라인은 이러한 원칙을 제시하였다는 점에서 우리에게 시사하는 바가 매우 크다. 저자는 이 논문에서 자율주행자동차의 상용화에 대비하기 위하여 윤리적 가이드라인을 제정 하고 피해자에 대한 신속한 구제제도를 마련하는 것이 국가와 사회의 책무라는 점을 분명히 하였다. 이에 덧붙여 자동차 사고시 피해자의 신속한 구제가 가능하도록 자동차보험제도를 개선하여야 하며, 그 방법으로 두 가지를 제안하였다. 현재의 자동차보험약관에 자율주행자동차 특약을 추가하는 방법과 자율주행자동차 전용보험약관을 개발하는 방법이다. 자율주행자동차의 사고 시 사람운전자의 과실에 기초한 불법행위책임제도로서는 특히 인신 상의 피해자에 대하여 치료비, 재활기간동안의 생활비 등을 보장해주기가 쉽지 않다. 과학기술의 발달로 인하여 등장하는 새로운 위험에 대한 국민의 안전에 대한 보장은 국가와 사회구성원의 공동책임이란 인식 하에서 뉴질랜드식의 노폴트자동차보험 약관의 개발이 더욱 효과적이라고 생각한다. 연구를 퉁하여 자율주행자동차 노폴트보험약관에 담겨야 할 주요한 사항을 제안하였다. 이 연구를 통하여 SDC의 사고로 피해를 입은 자에 대한 신속하고 합리적인 구제가 가능한 보험보호인프라 구축에 또 한 단계의 발전이 있기를 바란다. Self Driving Cars (SDC) have been developed for the purpose of ensuring the mobility of traffic weak people and reducing the car accident rate. Developed countries such as the United States, Germany, Japan, and Korea announced that they will begin commercialization of autonomous vehicles that do not require the active intervention of human drivers as early as 2020. But it can not prevent 100% of car accidents. For the time being, SDC and general vehicles will run on the road together, and there may be cases where active intervention of the driver is necessary. A clear solution must be proposed as to who should bear the legal liability for personal and property damages, in the case of SDC accident. Otherwise, the manufacturers, holders, users and pedestrians of autonomous vehicles will all be held accountable for new risks. Product liability of the vehicle manufacturer, no-fault liability of the car owner, and fault liability of the pedestrian are new liability risks. And, it should be made clear that the e-driver on board can not allow the victim to be selected if an unavoidable accident is anticipated. The ethical guideline of autonomous driving technology announced in Germany in 2017 suggests that this principle is very important to us. In this paper, the authors made it clear that it is the responsibility of the state and society to enact ethical guidelines to prepare for the commercialization of autonomous vehicles and to provide rapid relief for victims. In addition, the authors proposed two ways to improve the auto insurance system so that victims can be relieved promptly in a car accident. One is to add autonomous vehicle conditions to current car insurance system and the other is to develop insurance policies for autonomous vehicles. Within the liability system of illegal acts based on the fault of a driver, it is not easy to guarantee the cost of medical care for a victim of human trafficking, especially during the accident of an autonomous vehicle, and the cost of living during the rehabilitation period. I believe that the New Zealand style no-fault automobile insurance policy is more effective for the safety of the people against the new risks arising from the development national and social members. Through this research, I proposed the main points to be included in the autonomous vehicle automobile insurance policy.

자율주행 차량의 다 차선 환경 내 차량 추종 경로 계획

서장필,이경수 사단법인 한국자동차안전학회 2019 자동차안전학회지 Vol.11 No.3

This paper suggests a car-following algorithm for urban environment, with multiple target candidates. Until now, advanced driver assistant systems (ADASs) and self-driving technologies have been researched to cope with diverse possible scenarios. Among them, car-following driving has been formed the groundwork of autonomous vehicle for its integrity and flexibility to other modes such as smart cruise system (SCC) and platooning. Although the field has a rich history, most researches has been focused on the shape of target trajectory, such as the order of interpolated polynomial, in simple single-lane situation. However, to introduce the car-following mode in urban environment, realistic situation should be reflected: multi-lane road, target’s unstable driving tendency, obstacles. Therefore, the suggested car-following system includes both in-lane preceding vehicle and other factors such as side-lane targets. The algorithm is comprised of three parts:path candidate generation and optimal trajectory selection. In the first part, initial guesses of desired paths are calculated as polynomial function connecting host vehicle’s state and vicinal vehicle’s predicted future states. In the second part, final target trajectory is selected using quadratic cost function reflecting safeness, control input efficiency, and initial objective such as velocity. Finally, adjusted path and control input are calculated using model predictive control (MPC). The suggested algorithm’s performance is verified using off-line simulation using Matlab; the results shows reasonable car-following motion planning.