KR102014259B1 - Vehicle control device mounted on vehicle and method for controlling the vehicle - Google Patents

Abstract

The present invention relates to a vehicle control apparatus provided in a vehicle and a control method of the vehicle. Vehicle control apparatus provided in a vehicle according to the present invention, a vehicle control device for controlling a vehicle having a sensing unit, comprising: a communication unit for receiving a map composed of a plurality of layers from a server; And a processor configured to generate a control signal for driving the vehicle by using the map, wherein a control region which is a reference for generating the control signal based on the position of the vehicle may be defined differently according to a preset criterion. have.

Description

VEHICLE CONTROL DEVICE MOUNTED ON VEHICLE AND METHOD FOR CONTROLLING THE VEHICLE}

The present invention relates to a vehicle control apparatus provided in a vehicle and a control method of the vehicle.

The vehicle is a device capable of moving in the direction desired by the user on board. An example is a car.

On the other hand, for the convenience of a user using a vehicle, various sensors, electronic devices, and the like have been provided. In particular, research on the Advanced Driver Assistance System (ADAS) has been actively conducted for the convenience of the user's driving. In addition, development of autonomous vehicles is being actively conducted.

As such, as the development of the ADAS (Advanced Driving Assist System) is actively performed, the necessity of developing a technology capable of maximizing user convenience and safety in vehicle operation is emerging.

As part of this, the EU European Union Original Equipment Manufacturing (OEM) Union has adopted data standards and transmission methods to effectively deliver eHorizon (electronic Horizon) data to autonomous driving and infotainment systems. Driver Assist System) Interface Specification).

In addition, eHorizon (software) is becoming an essential element for the safety / ECO / convenience of autonomous vehicles in a connected environment.

According to the existing telematics communication, vehicle location information can be transmitted to an external server through cellular communication. At this time, since the vehicle bandwidth is narrow, there is a difficulty in receiving map information using cellular communication.

According to the existing V2X communication, the location information of the external vehicle can be received and compared with the location of the own vehicle. However, the DSRC has a problem in that the sensitivity of the communication between the vehicles is degraded in the place where the signal is weak, and the update by the second is impossible.

It is an object of the present invention to solve the above and other problems. Still another object is to provide a vehicle control apparatus and a vehicle control method for defining a control region based on various criteria and enabling data related to the control region to be used for generating a control signal.

According to an aspect of the present invention to achieve the above or another object, a vehicle control device for controlling a vehicle having a sensing unit, comprising: a communication unit for receiving a map composed of a plurality of layers from a server; And a processor configured to generate a control signal for driving the vehicle by using the map, wherein a control region which is a reference for generating the control signal based on the position of the vehicle is defined differently according to a preset criterion. A vehicle control apparatus is provided.

In example embodiments, the processor may use data related to the control area to generate the control signal, and data not related to the control area may not be used to generate the control signal.

In another embodiment, the control region may be based on at least one of traffic of data communication amount for controlling the vehicle, speed information of the vehicle, road information on which the vehicle is traveling, and a driving direction of the vehicle. Can be defined.

In another embodiment, the control area may be defined in different areas according to the traffic of the data communication amount for controlling the vehicle.

In another embodiment, the control area may be defined according to the speed of the vehicle, different shapes and areas.

In another embodiment, the control area may be defined differently according to the type of the road on which the vehicle travels.

According to another embodiment of the present disclosure, the control region may be defined to exclude an area corresponding to a road traveling in a direction opposite to the vehicle, based on the vehicle traveling on a predetermined type of road.

According to another embodiment of the present disclosure, the control region may be defined to exclude an area in which the possibility of collision with another vehicle is less than or equal to a preset reference based on the driving direction of the vehicle.

In another embodiment, the control area may be defined as at least one of a plurality of candidate areas.

In this case, the plurality of candidate areas may be prioritized based on preset criteria.

In another embodiment, the control area may be defined as an area including a driving route of the vehicle, from among the plurality of candidate areas.

In another embodiment, the processor may control the plurality of candidate areas in different ways according to the priority.

In another embodiment, the processor may receive map information corresponding to a control region selected according to the priority among the plurality of candidate regions through the communication unit, and then autonomously control the vehicle based on the map information. You can control the driving.

In another embodiment, the processor may receive map information corresponding to the control area through the communication unit and control autonomous driving of the vehicle based on the map information.

In another embodiment, the processor may calculate a plurality of events from data around the vehicle received through the communication unit, and exclude a duplicate event among the plurality of events based on the map information.

In another embodiment, the processor may control autonomous driving of the vehicle based on an event except for the overlapping event.

In another embodiment, the processor receives map information corresponding to a control area defined as an area corresponding to an event except for the overlapping event through the communication unit, and then the vehicle is based on the map information. Can control autonomous driving.

In addition, according to another aspect of the present invention, a control method of a vehicle having a sensing unit, comprising: (a) receiving a map composed of a plurality of layers from a server; And (b) generating a control signal for driving the vehicle by using the map, wherein a control region which is a reference for generating the control signal based on the position of the vehicle is different according to a preset criterion. It provides a control method of a vehicle, characterized in that defined.

In an embodiment, the step (b) may include using data related to the control area to generate the control signal and not using data not related to the control area to generate the control signal. can do.

In another embodiment, the control region may be based on at least one of traffic of data communication amount for controlling the vehicle, speed information of the vehicle, road information on which the vehicle is traveling, and a driving direction of the vehicle. Can be defined.

The effects of the vehicle control apparatus and the vehicle control method provided in the vehicle according to the present invention will be described below.

According to at least one of the embodiments of the present invention, the absolute position information of the vehicle may be obtained through information received through various communication methods, in particular, a high-precision map. Accordingly, when autonomous driving, the accuracy is higher than the conventional V2X communication method comparing the relative position.

In addition, by limiting the range of data used to generate the control signal, it is possible to reduce the memory shortage, time delay, increase in cost, etc. that may occur due to unnecessary or redundant data communication.

That is, by receiving and using only data necessary for vehicle control among data received from various communication environments, efficient and accurate autonomous driving is possible.

In addition, according to at least one of the embodiments of the present disclosure, data dropping may not occur due to traffic of data communication amount by a control region having various shapes and areas.

In addition, in consideration of the characteristics of the road, information necessary for driving the vehicle may be substantially received, and overlapping events may be distinguished using map information.

As another example, stability may be increased by copying map data required for autonomous driving.

Further scope of the applicability of the present invention will become apparent from the following detailed description. However, various changes and modifications within the spirit and scope of the present invention can be clearly understood by those skilled in the art, and therefore, specific embodiments, such as the detailed description and the preferred embodiments of the present invention, should be understood as given by way of example only.

1 is a view showing the appearance of a vehicle according to an embodiment of the present invention.
2 is a view of the vehicle according to an embodiment of the present invention from various angles from the outside.
3 to 4 are views illustrating the interior of a vehicle according to an embodiment of the present invention.
5 to 6 are views referred to for describing an object according to an embodiment of the present invention.
7 is a block diagram referenced to describe a vehicle according to an embodiment of the present invention.
8 is a conceptual diagram illustrating eHorizon related to the present invention.
9 is a block diagram illustrating an embodiment of a vehicle control apparatus according to the present invention.
10 is a conceptual diagram illustrating an embodiment in which a control region is defined according to data communication amount.
FIG. 11 is a conceptual view illustrating an embodiment in which a control region is defined according to a speed of a vehicle.
12 is a conceptual diagram illustrating an embodiment in which a control region is defined according to a type of road.
FIG. 13 is a conceptual view illustrating an embodiment in which a control region is defined according to a driving direction of a vehicle.
14 and 15 are conceptual views illustrating an embodiment in which a control region is defined differently according to a driving direction of a vehicle at an intersection.
16 is a conceptual diagram illustrating an embodiment of a plurality of candidate regions.
17 is a conceptual diagram for explaining an embodiment of detecting overlapping data.

Hereinafter, exemplary embodiments disclosed herein will be described in detail with reference to the accompanying drawings, and the same or similar components will be given the same reference numerals regardless of the reference numerals, and redundant description thereof will be omitted. The suffixes "module" and "unit" for components used in the following description are given or used in consideration of ease of specification, and do not have distinct meanings or roles from each other. In addition, in describing the embodiments disclosed herein, when it is determined that the detailed description of the related known technology may obscure the gist of the embodiments disclosed herein, the detailed description thereof will be omitted. In addition, the accompanying drawings are intended to facilitate understanding of the embodiments disclosed herein, but are not limited to the technical spirit disclosed herein by the accompanying drawings, all changes included in the spirit and scope of the present invention. It should be understood to include equivalents and substitutes.

Terms including ordinal numbers such as first and second may be used to describe various components, but the components are not limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

When a component is referred to as being "connected" or "connected" to another component, it may be directly connected to or connected to that other component, but it may be understood that other components may be present in between. Should be. On the other hand, when a component is said to be "directly connected" or "directly connected" to another component, it should be understood that there is no other component in between.

Singular expressions include plural expressions unless the context clearly indicates otherwise.

In this application, the terms "comprises" or "having" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, and one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, steps, operations, components, components, or a combination thereof.

The vehicle described herein may be a concept including an automobile and a motorcycle. In the following, a vehicle is mainly described for a vehicle.

The vehicle described herein may be a concept including both an internal combustion engine vehicle having an engine as a power source, a hybrid vehicle having an engine and an electric motor as a power source, an electric vehicle having an electric motor as a power source, and the like.

In the following description, the left side of the vehicle means the left side of the driving direction of the vehicle, and the right side of the vehicle means the right side of the driving direction of the vehicle.

1 is a view showing the appearance of a vehicle according to an embodiment of the present invention.

2 is a view of the vehicle according to an embodiment of the present invention from various angles from the outside.

3 to 4 are views illustrating the interior of a vehicle according to an embodiment of the present invention.

5 to 6 are views referred to for describing an object according to an embodiment of the present invention.

7 is a block diagram referenced to describe a vehicle according to an embodiment of the present invention.

1 to 7, the vehicle 100 may include a wheel that rotates by a power source and a steering input device 510 for adjusting a traveling direction of the vehicle 100.

The vehicle 100 may be an autonomous vehicle.

The vehicle 100 may be switched to an autonomous driving mode or a manual mode based on a user input.

For example, the vehicle 100 may be switched from the manual mode to the autonomous driving mode or from the autonomous driving mode to the manual mode based on the received user input through the user interface device 200.

The vehicle 100 may be switched to the autonomous driving mode or the manual mode based on the driving situation information. The driving situation information may be generated based on the object information provided by the object detecting apparatus 300.

For example, the vehicle 100 may be switched from the manual mode to the autonomous driving mode or from the autonomous driving mode to the manual mode based on the driving situation information generated by the object detecting apparatus 300.

For example, the vehicle 100 may be switched from the manual mode to the autonomous driving mode or from the autonomous driving mode to the manual mode based on the driving situation information received through the communication device 400.

The vehicle 100 may switch from the manual mode to the autonomous driving mode or from the autonomous driving mode to the manual mode based on information, data, and signals provided from an external device.

When the vehicle 100 is driven in the autonomous driving mode, the autonomous vehicle 100 may be driven based on the driving system 700.

For example, the autonomous vehicle 100 may be driven based on information, data, or signals generated by the driving system 710, the parking system 740, and the parking system 750.

When the vehicle 100 is driven in the manual mode, the autonomous vehicle 100 may receive a user input for driving through the driving manipulation apparatus 500. Based on a user input received through the driving manipulation apparatus 500, the vehicle 100 may be driven.

The overall length is the length from the front to the rear of the vehicle 100, the width is the width of the vehicle 100, and the height is the length from the bottom of the wheel to the roof. In the following description, the full length direction L is a direction in which the full length measurement of the vehicle 100 is a reference, the full width direction W is a direction in which the full width measurement of the vehicle 100 is a reference, and the total height direction H is a vehicle. It may mean the direction which is the reference of the height measurement of (100).

As illustrated in FIG. 7, the vehicle 100 includes a user interface device 200, an object detecting device 300, a communication device 400, a driving manipulation device 500, a vehicle driving device 600, and a traveling system. 700, a navigation system 770, a sensing unit 120, an interface unit 130, a memory 140, a control unit 170, and a power supply unit 190 may be included.

According to an embodiment, the vehicle 100 may further include other components in addition to the components described herein, or may not include some of the components described.

The user interface device 200 is a device for communicating with the vehicle 100 and a user. The user interface device 200 may receive a user input and provide the user with information generated in the vehicle 100. The vehicle 100 may implement user interfaces (UI) or user experience (UX) through the user interface device 200.

The user interface device 200 may include an input unit 210, an internal camera 220, a biometric detector 230, an output unit 250, and a processor 270.

According to an embodiment, the user interface device 200 may further include other components in addition to the described components, or may not include some of the described components.

The input unit 210 is for receiving information from a user, and the data collected by the input unit 210 may be analyzed by the processor 270 and processed as a user's control command.

The input unit 210 may be disposed in the vehicle. For example, the input unit 210 may include one area of a steering wheel, one area of an instrument panel, one area of a seat, one area of each pillar, and a door. one area of the door, one area of the center console, one area of the head lining, one area of the sun visor, one area of the windshield or of the window It may be disposed in one area or the like.

The input unit 210 may include a voice input unit 211, a gesture input unit 212, a touch input unit 213, and a mechanical input unit 214.

The voice input unit 211 may convert a user's voice input into an electrical signal. The converted electrical signal may be provided to the processor 270 or the controller 170.

The voice input unit 211 may include one or more microphones.

The gesture input unit 212 may convert a user's gesture input into an electrical signal. The converted electrical signal may be provided to the processor 270 or the controller 170.

The gesture input unit 212 may include at least one of an infrared sensor and an image sensor for detecting a user's gesture input.

According to an embodiment, the gesture input unit 212 may detect a 3D gesture input of the user. To this end, the gesture input unit 212 may include a light output unit or a plurality of image sensors for outputting a plurality of infrared light.

The gesture input unit 212 may detect a user's 3D gesture input through a time of flight (TOF) method, a structured light method, or a disparity method.

The touch input unit 213 may convert a user's touch input into an electrical signal. The converted electrical signal may be provided to the processor 270 or the controller 170.

The touch input unit 213 may include a touch sensor for detecting a user's touch input.

According to an embodiment, the touch input unit 213 may be integrally formed with the display unit 251 to implement a touch screen. Such a touch screen may provide an input interface and an output interface between the vehicle 100 and the user.

The mechanical input unit 214 may include at least one of a button, a dome switch, a jog wheel, and a jog switch. The electrical signal generated by the mechanical input unit 214 may be provided to the processor 270 or the controller 170.

The mechanical input unit 214 may be disposed on a steering wheel, a cente facia, a center console, a cockpit module, a door, or the like.

The internal camera 220 may acquire a vehicle interior image. The processor 270 may detect a state of the user based on the vehicle interior image. The processor 270 may acquire the gaze information of the user from the vehicle interior image. The processor 270 may detect a gesture of the user in the vehicle interior image.

The biometric detector 230 may acquire biometric information of the user. The biometric detector 230 may include a sensor for acquiring biometric information of the user, and may acquire fingerprint information, heartbeat information, etc. of the user using the sensor. Biometric information may be used for user authentication.

The output unit 250 is for generating output related to visual, auditory or tactile.

The output unit 250 may include at least one of the display unit 251, the audio output unit 252, and the haptic output unit 253.

The display unit 251 may display graphic objects corresponding to various pieces of information.

The display unit 251 is a liquid crystal display (LCD), a thin film transistor-liquid crystal display (TFT LCD), an organic light-emitting diode (OLED), a flexible display (flexible) display, a 3D display, or an e-ink display.

The display unit 251 forms a layer structure or is integrally formed with the touch input unit 213 to implement a touch screen.

The display unit 251 may be implemented as a head up display (HUD). When the display unit 251 is implemented as a HUD, the display unit 251 may include a projection module to output information through an image projected on a wind shield or a window.

The display unit 251 may include a transparent display. The transparent display can be attached to the wind shield or window.

The transparent display may display a predetermined screen while having a predetermined transparency. Transparent display, in order to have transparency, transparent display is transparent thin film elecroluminescent (TFEL), transparent organic light-emitting diode (OLED), transparent liquid crystal display (LCD), transmissive transparent display, transparent light emitting diode (LED) display It may include at least one of. The transparency of the transparent display can be adjusted.

The user interface device 200 may include a plurality of display units 251a to 251g.

The display unit 251 may include one region of the steering wheel, one region 521a, 251b, and 251e of the instrument panel, one region 251d of the seat, one region 251f of each pillar, and one region of the door ( 251g), one area of the center console, one area of the head lining, and one area of the sun visor, or may be implemented in one area 251c of the wind shield and one area 251h of the window.

The sound output unit 252 converts an electrical signal provided from the processor 270 or the controller 170 into an audio signal and outputs the audio signal. To this end, the sound output unit 252 may include one or more speakers.

The haptic output unit 253 generates a tactile output. For example, the haptic output unit 253 may vibrate the steering wheel, the seat belt, and the seats 110FL, 110FR, 110RL, and 110RR so that the user may recognize the output.

The processor 270 may control the overall operation of each unit of the user interface device 200.

According to an embodiment, the user interface device 200 may include a plurality of processors 270 or may not include the processor 270.

When the processor 270 is not included in the user interface device 200, the user interface device 200 may be operated under the control of the processor or the controller 170 of another device in the vehicle 100.

The user interface device 200 may be referred to as a vehicle display device.

The user interface device 200 may be operated under the control of the controller 170.

The object detecting apparatus 300 is a device for detecting an object located outside the vehicle 100.

The object may be various objects related to the driving of the vehicle 100.

5 to 6, the object O includes a lane OB10, another vehicle OB11, a pedestrian OB12, a two-wheeled vehicle OB13, traffic signals OB14, OB15, light, a road, a structure, Speed bumps, features, animals and the like can be included.

The lane OB10 may be a driving lane, a lane next to the driving lane, and a lane in which an opposite vehicle travels. The lane OB10 may be a concept including left and right lines forming a lane.

The other vehicle OB11 may be a vehicle that is driving around the vehicle 100. The other vehicle may be a vehicle located within a predetermined distance from the vehicle 100. For example, the other vehicle OB11 may be a vehicle that precedes or follows the vehicle 100.

The pedestrian OB12 may be a person located near the vehicle 100. The pedestrian OB12 may be a person located within a predetermined distance from the vehicle 100. For example, the pedestrian OB12 may be a person located on a sidewalk or a roadway.

The two-wheeled vehicle OB13 may be a vehicle that is positioned around the vehicle 100 and moves using two wheels. The motorcycle OB13 may be a vehicle having two wheels located within a predetermined distance from the vehicle 100. For example, the motorcycle OB13 may be a motorcycle or a bicycle located on sidewalks or roadways.

The traffic signal may include a traffic light OB15, a traffic sign OB14, a pattern or text drawn on a road surface.

The light may be light generated by a lamp provided in another vehicle, light generated by a street lamp, or sunlight.

The road may include a road surface, a curve, an uphill slope, a slope downhill, or the like.

The structure may be an object located around a road and fixed to the ground. For example, the structure may include a street lamp, a roadside tree, a building, a power pole, a traffic light, a bridge.

The features may include mountains, hills, and the like.

On the other hand, the object may be classified into a moving object and a fixed object. For example, the moving object may be a concept including another vehicle and a pedestrian. For example, the fixed object may be a concept including a traffic signal, a road, and a structure.

The object detecting apparatus 300 may include a camera 310, a radar 320, a lidar 330, an ultrasonic sensor 340, an infrared sensor 350, and a processor 370.

According to an embodiment, the object detecting apparatus 300 may further include other components in addition to the described components, or may not include some of the described components.

The camera 310 may be located at a suitable place outside the vehicle to acquire an image outside the vehicle. The camera 310 may be a mono camera, a stereo camera 310a, an around view monitoring (AVM) camera 310b, or a 360 degree camera.

For example, the camera 310 may be disposed in close proximity to the front windshield in the interior of the vehicle in order to acquire an image in front of the vehicle. Alternatively, the camera 310 may be disposed around the front bumper or the radiator grille.

For example, the camera 310 may be disposed in close proximity to the rear glass in the interior of the vehicle to acquire an image of the rear of the vehicle. Alternatively, the camera 310 may be disposed around the rear bumper, the trunk, or the tail gate.

For example, the camera 310 may be disposed in close proximity to at least one of the side windows in the interior of the vehicle to acquire an image of the vehicle side. Alternatively, the camera 310 may be arranged around the side mirror, fender or door.

The camera 310 may provide the obtained image to the processor 370.

The radar 320 may include an electromagnetic wave transmitter and a receiver. The radar 320 may be implemented in a pulse radar method or a continuous wave radar method in terms of radio wave firing principle. The radar 320 may be implemented by a frequency modulated continuous wave (FSCW) method or a frequency shift key (FSK) method according to a signal waveform among the continuous wave radar methods.

The radar 320 detects an object based on a time of flight (TOF) method or a phase-shift method based on an electromagnetic wave, and detects the position of the detected object, distance to the detected object, and relative velocity. Can be detected.

The radar 320 may be disposed at an appropriate position outside the vehicle to detect an object located in front, rear, or side of the vehicle.

The lidar 330 may include a laser transmitter and a receiver. The lidar 330 may be implemented in a time of flight (TOF) method or a phase-shift method.

The lidar 330 may be implemented as driven or non-driven.

When implemented in a driving manner, the lidar 330 may be rotated by a motor and detect an object around the vehicle 100.

When implemented in a non-driven manner, the lidar 330 may detect an object located within a predetermined range with respect to the vehicle 100 by optical steering. The vehicle 100 may include a plurality of non-driven lidars 330.

The lidar 330 detects an object based on a time of flight (TOF) method or a phase-shift method using laser light, and detects an object, a position of the detected object, a distance from the detected object, and Relative speed can be detected.

The lidar 330 may be disposed at an appropriate position outside the vehicle to detect an object located in front, rear, or side of the vehicle.

The ultrasonic sensor 340 may include an ultrasonic transmitter and a receiver. The ultrasonic sensor 340 may detect an object based on the ultrasonic wave, and detect a position of the detected object, a distance to the detected object, and a relative speed.

The ultrasonic sensor 340 may be disposed at an appropriate position outside the vehicle to detect an object located in front, rear, or side of the vehicle.

The infrared sensor 350 may include an infrared transmitter and a receiver. The infrared sensor 340 may detect an object based on infrared light, and detect a position of the detected object, a distance to the detected object, and a relative speed.

The infrared sensor 350 may be disposed at an appropriate position outside the vehicle to detect an object located in front, rear, or side of the vehicle.

The processor 370 may control overall operations of each unit of the object detecting apparatus 300.

The processor 370 may detect and track the object based on the obtained image. The processor 370 may perform operations such as calculating a distance to an object and calculating a relative speed with the object through an image processing algorithm.

The processor 370 may detect and track the object based on the reflected electromagnetic wave reflected by the transmitted electromagnetic wave to the object. The processor 370 may perform an operation such as calculating a distance from the object, calculating a relative speed with the object, and the like based on the electromagnetic waves.

The processor 370 may detect and track the object based on the reflected laser light reflected by the transmitted laser back to the object. The processor 370 may perform an operation such as calculating a distance from the object, calculating a relative speed with the object, and the like based on the laser light.

The processor 370 may detect and track the object based on the reflected ultrasound, in which the transmitted ultrasound is reflected by the object and returned. The processor 370 may perform an operation such as calculating a distance from the object, calculating a relative speed with the object, and the like based on the ultrasound.

The processor 370 may detect and track the object based on the reflected infrared light from which the transmitted infrared light is reflected back to the object. The processor 370 may perform an operation such as calculating a distance to the object, calculating a relative speed with the object, and the like based on the infrared light.

According to an embodiment, the object detecting apparatus 300 may include a plurality of processors 370 or may not include the processor 370. For example, each of the camera 310, the radar 320, the lidar 330, the ultrasonic sensor 340, and the infrared sensor 350 may individually include a processor.

When the processor 370 is not included in the object detecting apparatus 300, the object detecting apparatus 300 may be operated under the control of the processor or the controller 170 of the apparatus in the vehicle 100.

The object detecting apparatus 400 may be operated under the control of the controller 170.

The communication device 400 is a device for performing communication with an external device. Here, the external device may be another vehicle, a mobile terminal or a server.

The communication device 400 may include at least one of a transmit antenna, a receive antenna, a radio frequency (RF) circuit capable of implementing various communication protocols, and an RF element to perform communication.

The communication device 400 may include a short range communication unit 410, a location information unit 420, a V2X communication unit 430, an optical communication unit 440, a broadcast transceiver 450, and a processor 470.

According to an embodiment, the communication device 400 may further include other components in addition to the described components, or may not include some of the described components.

The short range communication unit 410 is a unit for short range communication. The local area communication unit 410 may include Bluetooth ™, Radio Frequency Identification (RFID), Infrared Data Association (IrDA), Ultra Wideband (UWB), ZigBee, Near Field Communication (NFC), and Wi-Fi (Wireless). Local area communication may be supported using at least one of Fidelity, Wi-Fi Direct, and Wireless Universal Serial Bus (USB) technologies.

The short range communication unit 410 may form short range wireless networks to perform short range communication between the vehicle 100 and at least one external device.

The location information unit 420 is a unit for obtaining location information of the vehicle 100. For example, the location information unit 420 may include a global positioning system (GPS) module or a differential global positioning system (DGPS) module.

The V2X communication unit 430 is a unit for performing wireless communication with a server (V2I: Vehicle to Infra), another vehicle (V2V: Vehicle to Vehicle), or a pedestrian (V2P: Vehicle to Pedestrian). The V2X communication unit 430 may include an RF circuit that can implement a communication with the infrastructure (V2I), an inter-vehicle communication (V2V), and a communication with the pedestrian (V2P).

The optical communication unit 440 is a unit for performing communication with an external device via light. The optical communication unit 440 may include an optical transmitter converting an electric signal into an optical signal and transmitting the external signal to an external signal, and an optical receiver converting the received optical signal into an electrical signal.

According to an embodiment, the light emitting unit may be formed to be integrated with the lamp included in the vehicle 100.

The broadcast transceiver 450 is a unit for receiving a broadcast signal from an external broadcast management server or transmitting a broadcast signal to a broadcast management server through a broadcast channel. The broadcast channel may include a satellite channel and a terrestrial channel. The broadcast signal may include a TV broadcast signal, a radio broadcast signal, and a data broadcast signal.

The processor 470 may control the overall operation of each unit of the communication device 400.

According to an embodiment, the communication device 400 may include a plurality of processors 470 or may not include the processor 470.

When the processor 470 is not included in the communication device 400, the communication device 400 may be operated under the control of the processor or the controller 170 of another device in the vehicle 100.

Meanwhile, the communication device 400 may implement a vehicle display device together with the user interface device 200. In this case, the vehicle display device may be called a telematics device or an AVN (Audio Video Navigation) device.

The communication device 400 may be operated under the control of the controller 170.

The driving operation apparatus 500 is a device that receives a user input for driving.

In the manual mode, the vehicle 100 may be driven based on a signal provided by the driving manipulation apparatus 500.

The driving manipulation apparatus 500 may include a steering input apparatus 510, an acceleration input apparatus 530, and a brake input apparatus 570.

The steering input device 510 may receive a driving direction input of the vehicle 100 from the user. The steering input device 510 is preferably formed in a wheel shape to enable steering input by rotation. According to an embodiment, the steering input device may be formed in the form of a touch screen, a touch pad, or a button.

The acceleration input device 530 may receive an input for accelerating the vehicle 100 from a user. The brake input device 570 may receive an input for deceleration of the vehicle 100 from a user. The acceleration input device 530 and the brake input device 570 are preferably formed in the form of a pedal. According to an embodiment, the acceleration input device or the brake input device may be formed in the form of a touch screen, a touch pad, or a button.

The driving manipulation apparatus 500 may be operated under the control of the controller 170.

The vehicle drive device 600 is a device that electrically controls the driving of various devices in the vehicle 100.

The vehicle driving apparatus 600 may include a power train driver 610, a chassis driver 620, a door / window driver 630, a safety device driver 640, a lamp driver 650, and an air conditioning driver 660. Can be.

According to an exemplary embodiment, the vehicle driving apparatus 600 may further include other components in addition to the described components, or may not include some of the described components.

On the other hand, the vehicle driving device 600 may include a processor. Each unit of the vehicle drive apparatus 600 may each include a processor individually.

The power train driver 610 may control the operation of the power train device.

The power train driver 610 may include a power source driver 611 and a transmission driver 612.

The power source driver 611 may control the power source of the vehicle 100.

For example, when the fossil fuel-based engine is a power source, the power source driver 610 may perform electronic control of the engine. Thereby, the output torque of an engine, etc. can be controlled. The power source drive unit 611 can adjust the engine output torque under the control of the control unit 170.

For example, when the electric energy based motor is a power source, the power source driver 610 may control the motor. The power source driver 610 may adjust the rotational speed, torque, and the like of the motor under the control of the controller 170.

The transmission driver 612 may control the transmission.

The transmission driver 612 can adjust the state of the transmission. The transmission drive part 612 can adjust the state of a transmission to forward D, backward R, neutral N, or parking P. FIG.

On the other hand, when the engine is a power source, the transmission drive unit 612 can adjust the bite state of the gear in the forward D state.

The chassis driver 620 may control the operation of the chassis device.

The chassis driver 620 may include a steering driver 621, a brake driver 622, and a suspension driver 623.

The steering driver 621 may perform electronic control of a steering apparatus in the vehicle 100. The steering driver 621 may change the traveling direction of the vehicle.

The brake driver 622 may perform electronic control of a brake apparatus in the vehicle 100. For example, the speed of the vehicle 100 may be reduced by controlling the operation of the brake disposed on the wheel.

On the other hand, the brake drive unit 622 can individually control each of the plurality of brakes. The brake driver 622 may control the braking force applied to the plurality of wheels differently.

The suspension driver 623 may perform electronic control of a suspension apparatus in the vehicle 100. For example, when there is a curvature on the road surface, the suspension driver 623 may control the suspension device to control the vibration of the vehicle 100 to be reduced.

Meanwhile, the suspension driver 623 may individually control each of the plurality of suspensions.

The door / window driver 630 may perform electronic control of a door apparatus or a window apparatus in the vehicle 100.

The door / window driver 630 may include a door driver 631 and a window driver 632.

The door driver 631 may control the door apparatus. The door driver 631 may control opening and closing of the plurality of doors included in the vehicle 100. The door driver 631 may control the opening or closing of a trunk or a tail gate. The door driver 631 may control the opening or closing of the sunroof.

The window driver 632 may perform electronic control of the window apparatus. The opening or closing of the plurality of windows included in the vehicle 100 may be controlled.

The safety device driver 640 may perform electronic control of various safety apparatuses in the vehicle 100.

The safety device driver 640 may include an airbag driver 641, a seat belt driver 642, and a pedestrian protection device driver 643.

The airbag driver 641 may perform electronic control of an airbag apparatus in the vehicle 100. For example, the airbag driver 641 may control the airbag to be deployed when the danger is detected.

The seat belt driver 642 may perform electronic control of a seatbelt appartus in the vehicle 100. For example, the seat belt driver 642 may control the passenger to be fixed to the seats 110FL, 110FR, 110RL, and 110RR by using the seat belt when detecting a danger.

The pedestrian protection device driver 643 may perform electronic control of the hood lift and the pedestrian airbag. For example, the pedestrian protection device driver 643 may control the hood lift up and the pedestrian air bag to be deployed when the collision with the pedestrian is detected.

The lamp driver 650 may perform electronic control of various lamp apparatuses in the vehicle 100.

The air conditioning driver 660 may perform electronic control of an air conditioner in the vehicle 100. For example, when the temperature inside the vehicle is high, the air conditioning driver 660 may control the air conditioning apparatus to operate to supply cool air to the inside of the vehicle.

The vehicle driving apparatus 600 may include a processor. Each unit of the vehicle drive apparatus 600 may each include a processor individually.

The vehicle driving apparatus 600 may be operated under the control of the controller 170.

The travel system 700 is a system for controlling various travels of the vehicle 100. The navigation system 700 can be operated in an autonomous driving mode.

The travel system 700 can include a travel system 710, a parking system 740, and a parking system 750.

In some embodiments, the navigation system 700 may further include other components in addition to the described components, or may not include some of the described components.

Meanwhile, the driving system 700 may include a processor. Each unit of the navigation system 700 may each include a processor individually.

In some embodiments, when the driving system 700 is implemented in software, the driving system 700 may be a lower concept of the controller 170.

According to an exemplary embodiment, the driving system 700 may include at least one of the user interface device 200, the object detecting device 300, the communication device 400, the vehicle driving device 600, and the controller 170. It may be a concept to include.

The traveling system 710 may perform driving of the vehicle 100.

The driving system 710 may receive navigation information from the navigation system 770, provide a control signal to the vehicle driving apparatus 600, and perform driving of the vehicle 100.

The driving system 710 may receive object information from the object detecting apparatus 300 and provide a control signal to the vehicle driving apparatus 600 to perform driving of the vehicle 100.

The driving system 710 may receive a signal from an external device through the communication device 400, provide a control signal to the vehicle driving device 600, and perform driving of the vehicle 100.

The taking-out system 740 may perform taking out of the vehicle 100.

The taking-out system 740 may receive navigation information from the navigation system 770, provide a control signal to the vehicle driving apparatus 600, and perform take-out of the vehicle 100.

The taking-out system 740 may receive the object information from the object detecting apparatus 300, provide a control signal to the vehicle driving apparatus 600, and perform take-out of the vehicle 100.

The taking-off system 740 may receive a signal from an external device through the communication device 400, provide a control signal to the vehicle driving apparatus 600, and perform take-out of the vehicle 100.

The parking system 750 may perform parking of the vehicle 100.

The parking system 750 may receive navigation information from the navigation system 770, provide a control signal to the vehicle driving apparatus 600, and perform parking of the vehicle 100.

The parking system 750 may receive the object information from the object detecting apparatus 300, provide a control signal to the vehicle driving apparatus 600, and perform parking of the vehicle 100.

The parking system 750 may receive a signal from an external device through the communication device 400, provide a control signal to the vehicle driving device 600, and perform parking of the vehicle 100.

The navigation system 770 can provide navigation information. The navigation information may include at least one of map information, set destination information, route information according to the destination setting, information on various objects on the route, lane information, and current location information of the vehicle.

The navigation system 770 may include a memory and a processor. The memory may store navigation information. The processor may control the operation of the navigation system 770.

According to an embodiment, the navigation system 770 may receive information from an external device through the communication device 400 and update the pre-stored information.

According to an embodiment, the navigation system 770 may be classified as a subcomponent of the user interface device 200.

The sensing unit 120 may sense a state of the vehicle. The sensing unit 120 may include an attitude sensor (for example, a yaw sensor, a roll sensor, a pitch sensor), a collision sensor, a wheel sensor, a speed sensor, and an inclination. Sensor, Weight Sensor, Heading Sensor, Gyro Sensor, Position Module, Vehicle Forward / Reverse Sensor, Battery Sensor, Fuel Sensor, Tire Sensor, Steering Sensor by Steering Wheel, Vehicle And an internal temperature sensor, an in-vehicle humidity sensor, an ultrasonic sensor, an illuminance sensor, an accelerator pedal position sensor, a brake pedal position sensor, and the like.

The sensing unit 120 includes vehicle attitude information, vehicle collision information, vehicle direction information, vehicle position information (GPS information), vehicle angle information, vehicle speed information, vehicle acceleration information, vehicle tilt information, vehicle forward / reverse information, battery Acquire sensing signals for information, fuel information, tire information, vehicle lamp information, vehicle internal temperature information, vehicle internal humidity information, steering wheel rotation angle, vehicle external illumination, pressure applied to the accelerator pedal, pressure applied to the brake pedal, and the like. can do.

The sensing unit 120 may further include an accelerator pedal sensor, a pressure sensor, an engine speed sensor, an air flow sensor (AFS), an intake air temperature sensor (ATS), a water temperature sensor (WTS), and a throttle position sensor. (TPS), TDC sensor, crank angle sensor (CAS), and the like.

The interface unit 130 may serve as a path to various types of external devices connected to the vehicle 100. For example, the interface unit 130 may include a port connectable with the mobile terminal, and may connect with the mobile terminal through the port. In this case, the interface unit 130 may exchange data with the mobile terminal.

Meanwhile, the interface unit 130 may serve as a path for supplying electrical energy to the connected mobile terminal. When the mobile terminal is electrically connected to the interface unit 130, under the control of the controller 170, the interface unit 130 may provide the mobile terminal with electrical energy supplied from the power supply unit 190.

The memory 140 is electrically connected to the controller 170. The memory 140 may store basic data for the unit, control data for controlling the operation of the unit, and input / output data. The memory 140 may be various storage devices such as a ROM, a RAM, an EPROM, a flash drive, a hard drive, and the like, in hardware. The memory 140 may store various data for overall operation of the vehicle 100, such as a program for processing or controlling the controller 170.

According to an embodiment, the memory 140 may be integrally formed with the controller 170 or may be implemented as a subcomponent of the controller 170.

The controller 170 may control the overall operation of each unit in the vehicle 100. The controller 170 may be referred to as an electronic control unit (ECU).

The power supply unit 190 may supply power required for the operation of each component under the control of the controller 170. In particular, the power supply unit 190 may receive power from a battery inside the vehicle.

One or more processors and controllers 170 included in the vehicle 100 may include application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), and FPGAs ( It may be implemented using at least one of field programmable gate arrays, processors, controllers, micro-controllers, microprocessors, and electrical units for performing other functions.

Meanwhile, the vehicle 100 related to the present invention may include a vehicle control device 800.

The vehicle control apparatus 800 may control at least one of the components described with reference to FIG. 7. From this point of view, the vehicle control device 800 may be a control unit 170.

Not limited to this, the vehicle control device 800 may be a separate configuration independent of the control unit 170. When the vehicle control device 800 is implemented as a component independent of the controller 170, the vehicle control device 800 may be provided in a portion of the vehicle 100.

Hereinafter, for convenience of description, the vehicle control apparatus 800 will be described as having a separate configuration independent of the controller 170. The function (operation) and control method described for the vehicle control apparatus 800 in the present specification may be performed by the controller 170 of the vehicle. That is, all contents described in relation to the vehicle control apparatus 800 may be analogously applied to the controller 170 in the same or similar manner.

In addition, the vehicle control apparatus 800 described herein may include some of the components described in FIG. 7 and various components provided in the vehicle. In the present specification, for convenience of description, the components described in FIG. 7 and various components provided in the vehicle will be described with separate names and reference numerals.

Hereinafter, a vehicle control apparatus and method according to the present invention will be described in detail with reference to the accompanying drawings.

8 is a conceptual diagram illustrating eHorizon related to the present invention.

Referring to FIG. 8, the vehicle control apparatus 800 according to the present invention may autonomously drive the vehicle 100 based on an eHorizon (electronic horizon).

eHorizon can be classified into categories such as software, systems, concepts, and the like. eHorizon combines real-time events such as road map information, real-time traffic signs, road conditions, and accidents with precise maps under connected environments such as external servers (cloud) and V2X (vehicle to everything) to autonomous driving system and infotainment system. Means to provide a configuration.

For example, eHorizon may mean an external server (or cloud, cloud server).

In other words, eHorizon may serve to deliver precise map road shapes and real-time events in front of the vehicle to an autonomous driving system and an infotainment system in an external server / V2X environment.

eHorizon data (information) transmitted from eHorizon (i.e., external server) is transferred to the autonomous driving system and infotainment system. Can be formed.

The vehicle control apparatus 800 according to the present invention may use the information received from the eHorizon for the autonomous driving system and / or the infotainment system.

For example, autonomous driving systems can be divided into safety aspects and ECO aspects.

Looking at the safety aspect, the vehicle control apparatus 800 of the present invention, using the road shape information received from the eHorizon, event information and the surrounding object information sensed through the sensing unit provided in the vehicle, LKA (Lane Keeping Assist), Advanced Driver Assistance System (ADAS) functions such as Traffic Jam Assist (TJA) and / or AD (AutoDrive) functions such as forwarding, road joining and lane change can be performed.

In addition, looking at the side of the ECO, the vehicle control device 800 may improve the fuel efficiency by controlling the vehicle to receive the inclination information, traffic light information, etc. of the road ahead from the eHorizon to enable efficient engine thrust.

In the infotainment system, convenience aspects may be included.

For example, the vehicle control apparatus 800 may receive an accident road information, road surface state information, etc. received from eHorizon, and may include a display unit (eg, a head up display (HUD), a CID, a cluster, etc.) provided in the vehicle. ) Can provide guide information for the driver to drive safely.

Referring to FIG. 8, the eHorizon (external server) may include location information and / or location information of various event information generated on a road (for example, road state information 1010a, construction information 1010b, accident information 1010c, etc.). The speed limit information 1010d for each road may be received from the vehicle 100 or other vehicles 1020a and 1020b or collected from an infrastructure (eg, a measuring device, a sensing device, a camera, etc.) installed in the road.

In addition, the event information or road speed limit information may be pre-associated with or updated with map information.

In addition, the location information of the event information may be classified in a lane unit.

Using such information, eHorizon (external server) of the present invention, based on a precise map that can determine the road situation (or road information) in lanes, information required for autonomous driving system and infotainment system for each vehicle Can provide them.

That is, the eHorizon (external server) of the present invention, based on the precision map provides an absolute high precision MAP using the absolute coordinates for the road-related information (for example, event information, location information of the vehicle 100, etc.) can do.

Information related to the road provided by the eHorizon may be provided with only information corresponding to a certain area (scheduled space) based on the vehicle 100.

9 is a block diagram illustrating an embodiment of a vehicle control apparatus according to the present invention.

Referring to FIG. 9, the vehicle control apparatus 800 according to the present invention is a device for controlling the vehicle 100 including the sensing unit 120, and may include a communication unit 810 and a processor 820.

In an embodiment, the communication unit 810 may be the communication device 400 described above. In addition, the communication unit 810 may communicate with surrounding vehicles (other vehicles), or communicate with an external server such as an eHorizon or a cloud server.

For example, the communication unit 810 may receive a map composed of a plurality of layers from eHorizon. That is, a map composed of a plurality of layers may include the high precision map described with reference to FIG. 8.

As another embodiment, the communication unit 810 may receive a Layered MAP (Local Dynamic Map or ADAS MAP) transmitted from an ITS, an OEM Cloud, and a third party cloud environment.

In another embodiment, the communication unit 810 may include a SensorIS for providing information of the vehicle to the OEM Cloud and the 3rd Party Cloud.

SensorIS is a newly developed sensor interface specification for autonomous driving, and is a standard specification for transmitting sensor information (wiper, headlight, ESC operation, ABS operation, airbag, etc.) to the cloud.

As described above, absolute position information of the vehicle can be obtained through information received through various communication methods, in particular, a high-precision map. Accordingly, when autonomous driving, the accuracy is higher than the conventional V2X communication method comparing the relative position.

The processor 820 may generate a control signal for driving the vehicle by using the map received through the communication unit 810. That is, manual driving or autonomous driving may be performed by the control signal generated by the processor 820.

In this case, the control region which is based on the position of the vehicle 100 and which is a reference for generating the control signal for driving the vehicle may be defined differently according to a preset criterion.

In addition, the control region may be defined by the processor 820, or the processor 820 may receive a control region defined by preset criteria from another module, an apparatus, a server, or the like, external or internal.

As a control region is defined, the processor 820 may use data related to the control region to generate the control signal, and data not related to the control region may not be used to generate the control signal.

The vehicle can receive a lot of data for controlling the vehicle through the environment such as ITS Infra, OEM Cloud, 3rd party cloud, and communication environment such as DSRC, cellular, GNSS. For example, V2X data may be received from an infrastructure such as another vehicle, a pedestrian terminal, a traffic light, etc. located within a predetermined range based on the vehicle. In addition, as 5G networks are established in the future, more information can be transmitted quickly.

In this case, data that is unnecessary or duplicated for vehicle control may be received, causing problems such as insufficient memory, time delay, and increased cost. In addition, the vehicle control device may take a lot of load to process a lot of data.

Accordingly, the scope of data used to generate the control signal is limited to data related to the control region. For example, data generated in the control region or map data corresponding to the control region may be received and used to generate a control signal.

That is, by limiting the range of data used to generate the control signal, it is possible to reduce the memory shortage, time delay, increase in cost, etc. which may occur due to unnecessary or redundant data communication.

For example, by receiving and using only data necessary for vehicle control among data received from the various communication environments described above, efficient and accurate autonomous driving is possible.

Meanwhile, the control area may be defined based on at least one of traffic of data communication amount for controlling the vehicle, speed information of the vehicle, road information on which the vehicle is traveling, and a driving direction of the vehicle.

Hereinafter, an embodiment in which the control region is determined will be described in detail with reference to the drawings.

For example, the control area may be defined in different areas according to the traffic of the data communication amount for controlling the vehicle 100.

10 is a conceptual diagram illustrating an embodiment in which a control region is defined according to data communication amount.

Referring to FIG. 10, a control area 1010 having a first area may be defined according to traffic of data communication amount for controlling the vehicle 100. In this case, the control region 1010 may be defined so that no data drop occurs.

In an embodiment, when the data communication amount decreases, the control area 1020 may be redefined to have a second area larger than the first area. On the contrary, when the data communication amount increases, the control area 1010 may be changed to have the first area again.

In FIG. 10, the control regions 1010 and 1020 are illustrated in a circular or elliptical shape, but are not limited thereto. For example, the control area may be defined in various ways such as a rectangle, a square, a shape including a vehicle path, and the like.

That is, various types of control areas may increase or decrease in area so that data dropping does not occur according to traffic of data communication amount.

Meanwhile, the control area may be defined in different shapes and areas according to the speed of the vehicle 100.

FIG. 11 is a conceptual view illustrating an embodiment in which a control region is defined according to a speed of a vehicle.

Referring to FIG. 11, when the vehicle 100 travels at a preset speed range, the control region 1110 may be defined as an elliptical shape having a slightly larger front area than the rear area of the vehicle 100.

As another example, when the speed of the vehicle 100 increases to drive more than a preset speed range, the shape of the control region 1120 may be changed to an elliptical shape in which the front area is wider than the rear area. In this case, the area of the control region 1120 may also increase.

Subsequently, as the speed of the vehicle 100 increases gradually, the control region 1130 may be changed into a form in which the width is narrowed and elongated forward. In this case, the area of the control area 1130 may also be increased.

That is, according to the embodiment of FIG. 11, as the speed of the vehicle 100 increases, a control region may be defined so that data at a greater distance in front of the vehicle 100 may be used for vehicle control. Specifically, the control area may be changed in a form in which the total area is widened, the width is narrowed, and elongated forward.

On the contrary, as the speed of the vehicle 100 decreases, the control area may be changed in a form in which the total area is reduced and the front area is somewhat larger than the rear area.

As described above, the control region may be defined differently according to the road information on which the vehicle is driving. The road information includes the type and condition of the road, whether the road on which the vehicle runs is a highway, a national road, a local road, an intersection, etc., the pavement state of the road, whether the road is a lane, the snow accumulated on the road surface. Quantity, whether a particular installation or obstacle is present on the road, or whether the road is under construction.

According to an embodiment, the control area may be defined to exclude an area corresponding to a road traveling in a direction opposite to the vehicle 100 based on the vehicle 100 traveling on a predetermined type of road. .

12 is a conceptual diagram illustrating an embodiment in which a control region is defined according to a type of road.

Referring to FIG. 12, when the vehicle 100 travels on a highway, the control region 1200 may be defined so as not to include an area corresponding to a road traveling in the opposite direction.

For example, the possibility of collision with a vehicle driving on a road across the central separator 1210 on a highway is very low, and in most cases, an impact such as an accident occurring on the road on the vehicle 100 is also very low. .

Accordingly, the control region 1200 may be defined to exclude the road area across the central separator and include a road area on which the vehicle 100 travels. As such, as the road area across the central separator is excluded, the road area in which the vehicle 100 travels may be included in the control area 1200 more widely.

That is, in consideration of the characteristics of the road, it is possible to accept information that is substantially more necessary for driving the vehicle.

Meanwhile, the control area may be defined to exclude an area in which the possibility of collision with another vehicle is less than or equal to a preset reference based on the driving direction of the vehicle 100.

FIG. 13 is a conceptual view illustrating an embodiment in which a control region is defined according to a driving direction of a vehicle.

Referring to FIG. 13, a road area may be divided into a road area 1310 corresponding to a direction in which the vehicle 100 passes and a road area 1320 corresponding to a direction passed by the current location of the vehicle 100. have.

In this case, the information about the road area 1310 corresponding to the direction in which the vehicle 100 passes is more important than the information about the road area 1320 corresponding to the direction in which the vehicle 100 passes. It is common to have a high probability of use.

As another example, the information about the road area (the road on which the vehicle travels) in the same direction as the vehicle 100 travel direction among the road areas 1320 corresponding to the direction in which the vehicle 100 has passed is the vehicle 100. It can be used as meaningful information in operation.

That is, the possibility of colliding with a vehicle following from behind or a vehicle traveling earlier is generally enough to be considered in driving of the vehicle 100.

Similarly, in the case of a vehicle traveling in the opposite direction to the vehicle 100 on the road in the opposite lane, there is a possibility that the vehicle ahead of the vehicle centers on the position of the vehicle 100. However, in the case of the vehicle behind, since the vehicle 100 has already passed, there is little possibility of collision.

Accordingly, the control area 1300 may be defined such that the road area 1310 corresponding to the direction in which the vehicle 100 passes is wider than the road area 1320 corresponding to the direction in which the vehicle 100 passes.

In addition, the control area 1300 may be defined such that a part of the road area (the road on which the vehicle runs) is included in the same road direction as the vehicle 100 driving direction among the road areas 1320 corresponding to the direction in which the vehicle has passed. .

As described above, the control region may be defined based on one or more criteria. For example, the control region may be defined based on road information and driving direction in which the vehicle travels.

14 and 15 are conceptual views illustrating an embodiment in which a control region is defined differently according to a driving direction of a vehicle at an intersection.

Referring to FIG. 14, when the vehicle 100 travels straight through an intersection without changing the driving direction, a road area corresponding to the driving direction (straight) of the vehicle 100, and corresponds to a direction opposite to the driving direction The information about the road area and the intersection area of the road may be used as meaningful information in the operation of the vehicle 100.

As another example, the information about the road area in which the vehicle entering the intersection area of the road among the road areas perpendicularly intersecting with the road on which the vehicle 100 runs is meaningful information in the operation of the vehicle 100. Can be used as That is, the vehicle entering the intersection region of the road is likely to collide with the vehicle 100.

Accordingly, the control area 1400 may include a road area corresponding to the driving direction of the vehicle 100, a road area corresponding to the direction opposite to the driving direction, and an intersection area of the road.

In addition, of the road area where the vehicle 100 crosses perpendicularly with the road on which the vehicle 100 is traveling, the road area in which the vehicle entering the intersection area of the road travels is more controlled than the road area in which the vehicle exiting the intersection area runs. 1400).

As another embodiment, referring to FIG. 15, when the vehicle 100 turns left through an intersection, the vehicle 100 passes through an intersection, a road area 1510 below the intersection where the vehicle 100 is currently driving, and passes through the intersection. The information on the road area 1520 of the left side of the intersection into which the) is entered may be used as meaningful information in the operation of the vehicle 100.

As another example, the information about the road area in which the vehicle entering the intersection area travels among the road areas 1530 on the right side of the intersection may be used as meaningful information in the operation of the vehicle 100.

That is, in the road area 1530 on the right side of the intersection, the vehicle entering the intersection area of the road has a higher possibility of collision with the vehicle 100. In contrast, in the road area 1530 on the right side of the intersection, a vehicle that has already exited the intersection has little potential for collision with the vehicle 100.

As another example, the information about the road area in which the vehicle entering the intersection area travels among the road areas 1540 above the intersection may be used as meaningful information in the operation of the vehicle 100.

That is, in the road area 1540 above the intersection, the vehicle entering the intersection area of the road may increase the possibility of collision with the vehicle 100. In contrast, in the road area 1540 above the intersection, a vehicle that has already exited the intersection has little potential for collision with the vehicle 100.

Accordingly, the control area 1500 includes the road area 1510 below the intersection where the vehicle 100 is currently driving, and the road area 1520 to the left of the intersection through which the vehicle 100 enters through the intersection. Can be.

In addition, among the road area 1530 on the right side of the intersection, the road area in which the vehicle entering the intersection area travels may be included in the control area 1500 more than the road area in which the vehicle exiting the intersection area travels.

Similarly, the road area 1540 of the road area 1540 above the intersection may be included in the control area 1500 more than the road area where the vehicle entering the intersection area travels.

Meanwhile, the control area may be defined as at least one of a plurality of candidate areas, and the plurality of candidate areas may be prioritized based on preset criteria.

In example embodiments, the control area may be defined as an area including a driving route of the vehicle, from among the plurality of candidate areas.

In another embodiment, the processor 820 may control the plurality of candidate areas in different ways according to the priority.

In another embodiment, the processor 820 receives map information corresponding to a control area selected according to the priority among the plurality of candidate areas through the communication unit 810, and then based on the map information. By controlling the autonomous running of the vehicle.

16 is a conceptual diagram illustrating an embodiment of a plurality of candidate regions.

Referring to FIG. 16, the map data may be divided into a plurality of tiles having a predetermined size, and each candidate region may be configured to include at least one of the tiles.

In an embodiment, the plurality of candidate areas may include a first area 1610 formed of a plurality of tiles including a driving route of the vehicle, a second area 1620 including the first area 1610 and forming a rectangular shape. It may be a third region 1630 including the second region 1620 and including a predetermined specific facility.

For example, a particular facility may be a gas station, a filling station, a repair shop, an after-sales service center, or the like. In addition, the first region 1610, the second region 1620, and the third region 1630 including the driving route of the vehicle may have priority.

In this embodiment, the first area 1610 including the driving route of the vehicle may be defined as the control area. In this case, only data related to the first region 1610 may be used to generate a vehicle control signal.

For example, the processor 820 receives map information corresponding to the first area 1610 defined as a control area through the communication unit 810, and then the vehicle 100 based on the map information. Can control autonomous driving.

In another embodiment, the processor 820 may control the first region 1610, the second region 1620, and the third region 1630 having different priorities in different ways according to the priorities. Can be.

In detail, data related to the first area 1610 may be downloaded or processed prior to data related to other areas. Alternatively, data related to the first area 1610 may be copied to a separate memory.

The processor 820 may receive map information corresponding to the control area through the communication unit 810 and control autonomous driving of the vehicle 100 based on the map information.

In an embodiment of the present disclosure, the processor 820 may calculate a plurality of events from data around the vehicle 100 received through the communication unit 810, and may overlap among the plurality of events based on the map information. You can exclude events.

As another embodiment, the processor 820 may control autonomous driving of the vehicle 100 based on an event excluding the overlapping event.

In another embodiment, the processor 820 receives map information corresponding to a control area redefined as an area corresponding to an event except for the overlapping event through the communication unit 810, and then maps the map information to the map information. Based on the above, the autonomous driving of the vehicle 100 may be controlled.

17 is a conceptual diagram for explaining an embodiment of detecting overlapping data.

Referring to FIG. 17, the control region 1700 may be defined by at least one of the above-described determination criteria of the control region.

Subsequently, the vehicle collision event may be calculated by receiving the location information data of the front vehicle through various communication modules. In this case, when the relative position information of the front vehicle is received by various communication modules, one vehicle collision event may be calculated as a plurality of different events.

In this case, according to the present invention, map information corresponding to the control area 1700 may be received, and absolute location information of the vehicle may be calculated based on the map information. As a result, it may be confirmed that the calculated plurality of events are one vehicle collision event. As a result, the vehicle 100 may be autonomously driven.

As another embodiment, when another event is detected following the identified vehicle crash event, it is determined whether the another event is an event subsequent to the vehicle crash event by referring to map information corresponding to the control area 1700. can do.

Specifically, when another vehicle collides with the collided vehicle, it may be regarded as one subsequent event. On the other hand, another vehicle accident event occurring in an area close to the vehicle crash event, for example, an accident event in which the vehicle hits a pedestrian may be determined to be a new event different from the vehicle crash event.

That is, the vehicle control apparatus 800 according to the present invention may distinguish such duplicate events by using map information of the control area 1700.

In another embodiment, as the vehicle accident event is detected as a new event, a new control area 1710 may be defined. For example, the control area 1710 may be redefined to include an area where an accident in which the vehicle hits a pedestrian has occurred.

The effects of the vehicle control apparatus and the vehicle control method provided in the vehicle according to the present invention will be described below.

According to at least one of the embodiments of the present invention, the absolute position information of the vehicle may be obtained through information received through various communication methods, in particular, a high-precision map. Accordingly, when autonomous driving, the accuracy is higher than the conventional V2X communication method comparing the relative position.

In addition, by limiting the range of data used to generate the control signal, it is possible to reduce the memory shortage, time delay, increase in cost, etc. that may occur due to unnecessary or redundant data communication.

That is, by receiving and using only data necessary for vehicle control among data received from various communication environments, efficient and accurate autonomous driving is possible.

In addition, according to at least one of the embodiments of the present disclosure, data dropping may not occur due to traffic of data communication amount by a control region having various shapes and areas.

In addition, in consideration of the characteristics of the road, information necessary for driving the vehicle may be substantially received, and overlapping events may be distinguished using map information.

As another example, stability may be increased by copying map data required for autonomous driving.

The present invention described above can be embodied as computer readable codes on a medium in which a program is recorded. The computer-readable medium includes all kinds of recording devices in which data that can be read by a computer system is stored. Examples of computer-readable media include hard disk drives (HDDs), solid state disks (SSDs), silicon disk drives (SDDs), ROMs, RAMs, CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and the like. This also includes implementations in the form of carrier waves (eg, transmission over the Internet). The computer may also include a processor or a controller. Accordingly, the above detailed description should not be construed as limiting in all aspects and should be considered as illustrative. The scope of the invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the invention are included in the scope of the invention.

Claims (20)

A vehicle control apparatus for controlling a vehicle having a sensing unit,
A communication unit for receiving a map composed of a plurality of layers from a server; And
And a processor configured to generate a control signal for driving the vehicle using the map.
The control region, which is a reference for generating the control signal based on the position of the vehicle, is defined differently according to a preset reference.
The processor,
Acquiring data in the control region and generating a control signal for driving the vehicle using the acquired data;
As the speed of the vehicle increases, the control area is changed so that the entire area becomes wider, the width becomes narrower, and the length of the front increases so that data at a greater distance in front of the vehicle can be used for vehicle control. Vehicle control unit. The method of claim 1,
The processor,
And the data related to the control area is used to generate the control signal, and the data not related to the control area is not used to generate the control signal. The method of claim 2,
The control area,
And at least one of traffic of data communication amount for controlling the vehicle, speed information of the vehicle, road information on which the vehicle is traveling, and a driving direction of the vehicle. The method of claim 3,
The control area,
And a different area according to the traffic of the data communication amount for controlling the vehicle. The method of claim 3,
The control area,
Vehicle control apparatus, characterized in that different shapes and areas are defined according to the speed of the vehicle. The method of claim 3,
The control area,
A vehicle control apparatus, characterized in that it is defined differently according to the type of the road on which the vehicle travels. The method of claim 6,
The control area,
And an area corresponding to a road traveling in a direction opposite to the vehicle, based on the vehicle traveling on a road of a preset type. The method of claim 3,
The control area,
And an area in which a possibility of collision with another vehicle is equal to or less than a predetermined reference based on a driving direction of the vehicle is defined. The method of claim 3,
The control area,
And at least one of a plurality of candidate regions. The method of claim 9,
The plurality of candidate regions,
A vehicle control apparatus characterized in that the priority is determined based on a predetermined criterion. The method of claim 10,
The control area,
And a region including a driving route of the vehicle among the plurality of candidate regions. The method of claim 10,
The processor,
And controlling the plurality of candidate areas in different ways according to the priorities. The method of claim 10,
The processor,
And after receiving map information corresponding to the control region selected according to the priority among the plurality of candidate regions through the communication unit, controlling the autonomous driving of the vehicle based on the map information. . The method of claim 3,
The processor,
And receiving map information corresponding to the control area through the communication unit, and controlling autonomous driving of the vehicle based on the map information. The method of claim 14,
The processor,
And calculating a plurality of events from data around the vehicle received through the communication unit, and excluding overlapping events among the plurality of events based on the map information. The method of claim 15,
The processor,
And controlling the autonomous driving of the vehicle based on an event excluding the overlapping event. The method of claim 15,
The processor,
And after receiving map information corresponding to a control area defined as an area corresponding to an event other than the overlapping event through the communication unit, controlling the autonomous driving of the vehicle based on the map information. controller. In a control method of a vehicle having a sensing unit,
(a) receiving a map composed of a plurality of layers from a server; And
(b) generating a control signal for driving the vehicle using the map;
The control region, which is a reference for generating the control signal based on the position of the vehicle, is defined differently according to a preset reference.
The generating may include obtaining data in the control region and generating a control signal for driving the vehicle using the obtained data.
Modifying the control area so that the entire area is wider, the width is narrower, and the length of the front is increased so that data at a greater distance in front of the vehicle is available for vehicle control as the speed of the vehicle increases. Vehicle control method comprising a. The method of claim 18,
In step (b),
And the data related to the control area is used to generate the control signal, and the data not related to the control area is not used to generate the control signal. The method of claim 19,
The control area,
And at least one of traffic of data communication amount for controlling the vehicle, speed information of the vehicle, road information on which the vehicle is traveling, and a driving direction of the vehicle.

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