KR20170070580A - Ecu, autonomous vehicle including the ecu, and method of controlling lane change for the same - Google Patents

Abstract

The lane change control method for an unmanned autonomous navigation vehicle according to an embodiment of the present invention is characterized in that when an autonomous driving lane change command of an electronic control unit (ECU) triggers, a lane change Determining whether a possible area exists; If the lane changeable area exists, the autonomic driving logic judges a risk of a lane change based on an attack driving tendency of a close-range vehicle in a side lane; And determining whether the autonomic driving logic is changing lanes according to the risk.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an automatic unmanned vehicle including an ECU, an autonomous vehicle including the ECU, and a method of controlling the lane-

The present invention relates to an ECU, an unmanned autonomous vehicle including the ECU, and a lane change control method thereof, and more particularly, to an ECU capable of reducing the risk of an accident when changing lanes, an unmanned autonomous vehicle including the ECU, And a lane change control method therefor.

In recent years, there has been a growing interest in automotive autonomous navigation technology. The unmanned autonomous driving technology refers to a technique that allows a vehicle to automatically travel without intervention of a driver. Generally, when changing a lane at the time of unmanned autonomous driving, it is necessary to grasp the movement (relative position, relative speed, etc.) of nearby vehicles from a distance measuring sensor such as a radar or LiDAR mounted on the vehicle , And determines whether to change the lane on the basis of these pieces of information.

That is, when the lane change command is triggered, it calculates the movement of the nearby vehicles, thereby determining whether to change to the next lane. This can be defined as a lane change risk assessment. At this time, it is assumed that the lane change risk assessment is performed in a similar manner in the future in consideration of the motion (speed, acceleration) of the nearby vehicles at the present time. However, if the other vehicle running side by side in the lane next to the vehicle and the vehicle attempt to change the lane at the same time, the other vehicle may be located in the blind spot of the sensor and fail to recognize the lateral movement of the opposite vehicle, There is a risk of collision between vehicles when the lateral movement of the opponent vehicle is detected late.

An object of the present invention is to provide an ECU capable of preventing a collision with a vehicle traveling in a lane next to the lane when the lane of the unmanned autonomous vehicle is changed, an unmanned autonomous vehicle including the ECU, and a lane change control method therefor.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are not restrictive of the invention, unless further departing from the spirit and scope of the invention as defined by the appended claims. It will be possible.

According to an aspect of the present invention, there is provided a method for controlling lane change of an unmanned autonomous vehicle, the method comprising: determining whether an autonomous running logic of an electronic control unit (ECU) Determining whether a lane changeable area exists in a side lane of the vehicle; If the lane changeable area exists, the autonomic driving logic judges a risk of a lane change based on an attack driving tendency of a close-range vehicle in a side lane; And determining whether the autonomic driving logic is changing lanes according to the risk.

The ECU (Electronic Control Unit) of the unmanned autonomous vehicle according to an embodiment of the present invention is configured such that, when there is a lane changeable area after the autonomous lane change command is triggered, A main logic for determining the risk of the lane change based on the tendency and determining whether to change the lane according to the risk; And an attack driving tendency determination unit for calculating the attack driving tendency according to the control of the main control logic.

According to the ECU, the unmanned autonomous vehicle including the ECU, and the lane-changing control method thereof, which are configured as described above, the lateral lane vehicle is allowed to move along the lateral lane vehicle The risk of collision when changing lanes can be reduced by predicting the possibility of simultaneous lane change of nearby vehicles by using the attack driving tendency reflecting the result of monitoring the longitudinal and lateral movement of the lane.

The effects obtained by the present invention are not limited to the above-mentioned effects, and other effects not mentioned can be clearly understood by those skilled in the art from the following description will be.

1 is a block diagram schematically illustrating a vehicle according to an embodiment of the present invention.
2 is a flowchart illustrating an operation method of the autonomous driving logic shown in FIG.
FIG. 3 is a flowchart illustrating the step S30 shown in FIG. 2 in more detail.
4 to 7 are diagrams for explaining the step S36 shown in FIG.

Hereinafter, at least one embodiment related to the present invention will be described in detail with reference to the drawings. The suffix "module" and " part "for the components used in the following description are given or mixed in consideration of ease of specification, and do not have their own meaning or role.

1 is a block diagram schematically illustrating a vehicle according to an embodiment of the present invention.

Referring to FIG. 1, the vehicle 10 is a vehicle to which an autonomous navigation technology is applied, and the autonomous navigation technology refers to a technology that allows a vehicle to travel automatically without the intervention of a driver. The unmanned autonomous navigation technology aims at user convenience and safety of users through accident prevention.

The vehicle 10 may include an information extracting unit 100, an autonomous driving logic 200, and a driving unit 300.

The information extraction unit 100 is configured to collect information about the periphery of the vehicle 10 and includes a distance measurement sensor 110 for obtaining distance information with respect to an object located in the periphery of the vehicle 10, A camera 120 for acquiring image information of the surroundings of the vehicle 10, and a navigation unit 130 for providing route guidance information on the traffic information and the destination of the road in which the present vehicle 10 is currently traveling.

The autonomous driving logic 200 may be software, hardware, or a combination thereof for implementing the function of autonomous autonomous driving. The autonomous driving logic 200 may be implemented as part of an ECU (Electronic Control Unit) of the vehicle 10, but the scope of the present invention is not limited thereto.

The position / speed / acceleration calculation unit 210 may calculate a position, a speed, and an acceleration for a vehicle existing in the vicinity based on at least one of the distance information and the image information from the information extraction unit 100. In addition, the position, velocity, and acceleration for such a vehicle may include relative positions relative to other vehicles, relative speed, and relative acceleration. In addition, the relative position, the relative speed, and the relative acceleration may be stored as the components in the horizontal direction and the vertical direction.

Here, the position, velocity, and acceleration may be updated at every measurement cycle of the distance measuring sensor 110 or the camera 120, and information about the nearby vehicle recognized as being identical may be matched with the surrounding vehicle Lt; / RTI >

The main logic 220 may be responsible for overall control of the autonomous navigation function. The main control logic 220 may generate a signal for controlling the driving unit 300 based on the information provided by the position / speed / acceleration calculation unit 210 and the attack driving direction determination unit 230.

The aggressive operation tendency determining unit 230 may calculate the aggressive operation tendency of the surrounding vehicles under the control of the main control logic 220, and may display the comparative numerical values. The attack driving tendency means the driving tendency of the surrounding vehicles for a predetermined time, and may be data obtained by predicting the possibility of changing the lane of the surrounding vehicle. A detailed description thereof will be given later with reference to FIG. 4 to FIG.

The driving unit 300 may be configured to perform driving of the vehicle 10 according to a control signal of the main control logic 220 and may include configurations that substantially control driving of the vehicle such as a brake, an accelerator, a transmission, .

For example, when the control signal of the main control logic 220 accelerates and the signal instructs the lane change to the left lane, the accelerator of the driver 300 can perform acceleration and the steering device can perform drive control to apply torque to the left.

2 is a flowchart illustrating an operation method of the autonomous driving logic shown in FIG. FIG. 3 is a flowchart illustrating the step S30 shown in FIG. 2 in more detail. 4 to 7 are diagrams for explaining the step S36 shown in FIG.

1 to 3, the main control logic 220 in the running of the vehicle (the vehicle 10 in the description of FIG. 2 to FIG. 7) determines that the lane change is necessary, The lane change logic (the algorithm shown in Figs. 2 and 3) can be executed (S10). When it is determined that the lane change is necessary (or the lane-changing command is triggered), for example, when it is determined that the average speed of the nearby vehicles traveling in the left lane is much faster than the nearby vehicles traveling in the lane of the lane, A case where an IC entry is requested by guide information, and the like.

The main control logic 220 can determine whether there is a lane changeable area in the next lane of the vehicle (S20). The main control logic 220 controls the position, speed, and acceleration of the vehicle in the lateral lane of the position / speed / acceleration calculation unit 210. The lane changeable area indicates a free space in which the car can change and enter the lane. And the presence or absence of the lane changeable area on the basis of the acceleration.

The main control logic 220 can compute the running lane of each adjacent vehicle based on the own vehicle by utilizing the relative position in the lateral direction of the nearby vehicle. For example, assuming that the vehicle is running on a straight road having a road width of 4 m, if the relative position in the lateral direction of the surrounding vehicle indicates a value of around -4 m, the nearby vehicle is traveling in the right lane of the vehicle And if the relative position of the other vehicle in the lateral direction shows a value of around +8 m, it can be seen that the nearby vehicle is traveling in the lane next to the left side of the vehicle.

In the case of a lane departure warning (LDW) camera for outputting information on whether the camera 120 is a lane or a lane or a camera, the front curvature of the vehicle may be measured, In the case of the rear curvature, the virtual lane can be calculated from the trajectory that has been passed, and the relative position of the neighboring vehicles can be calculated by considering the relative position of the nearby vehicle.

If the lane changeable area does not exist (No in S20), the main control logic 220 causes the step of determining the longitudinal control method of S70 to be performed because the vehicle can not change lanes.

If the lane changeable area exists (Yes in S20), the main control logic 220 determines the risk of the lane change (S30), and a more detailed step is shown in Fig. The main control logic 220 determines whether or not to change the lane according to the risk. If the risk is determined to be the first or second stage, the logic for the actual lane change proceeds (step S40) If it is determined that the vehicle is in the lane-changing state, the logic for the longitudinal control, not the lane change, proceeds (proceed to step S70).

3, the main control logic 220 determines that the TTC of the vehicle in the next lane exceeds the first TTC threshold (a) and the TTC of the vehicle in the next lane exceeds the second TTC threshold (b) (S32).

The TTC refers to the time taken for the vehicle to collide with the surrounding vehicle when the current state is maintained in consideration of the relative position of the nearby vehicle, the relative speed, and the relative acceleration.

That is, the TTC of the preceding vehicle in the next lane means the time it takes for the preceding vehicle and the preceding vehicle to collide, assuming that the vehicle is traveling in the same lane as the preceding vehicle. Likewise, the TTC of the rear vehicle in the side lane means the time it takes for the vehicle to collide with the rear vehicle, assuming that the vehicle is traveling in the same lane as the rear vehicle.

Each of the first TTC threshold value (a) and the second TTC threshold value (b) may be a predetermined value in consideration of the time taken for the car to change lanes. The first TTC threshold value a and the second TTC threshold value b may be equal to each other, but the scope of the present invention is not limited thereto.

Therefore, if the TTC of the vehicle ahead of the next lane does not exceed the first TTC threshold (a), or if the TTC of the vehicle following the next lane does not exceed the second TTC threshold b (No at S32) Since the risk of collision with forward or backward vehicles is high at the time of change, the main control logic 220 defines the current risk level as the third level and proceeds to step S70.

The risk level refers to the degree of danger with respect to the lane change defined by the main control logic 220. The first level means that the lane change can be normally performed and the second lane change means that the lane change is possible. , And the third stage represents the degree to which the lane change is impossible.

On the other hand, if the TTC of the vehicle ahead of the next lane exceeds the first TTC threshold a and the TTC of the vehicle following the second lane exceeds the second TTC threshold b (Yes at S32), the main control logic 220 (S34), it is possible to determine whether or not the proximity distance vehicle exists in the side lane and the attack driving tendency is less than the slope threshold value (S34).

The near side lane means a side lane immediately adjacent to the side lane, and the proximity distance is such that the relative distance between the vehicle and the vehicle in the longitudinal direction is within a certain range (for example, 1.5 times the length of the vehicle) It can mean a vehicle.

The attack driving tendency is a value obtained by quantifying the degree of the aggressive tendency of the driver of the vehicle (for example, frequent acceleration and frequent lane change), and the higher the attack driving tendency, the higher the possibility of the lane change. Therefore, the attack driving tendency can be predictive information on the lane change of the vehicle.

The concept and calculation example of the aggressive driving tendency will be described with reference to FIGS. 4 to 7. FIG.

As shown in FIG. 4, it is assumed that the vehicle A, the vehicle B in the side lane, and the vehicle C in the same lane as the vehicle are running at constant speed, respectively. Further, it is assumed that the vehicle C is in excessively slow running, so that it is assumed that the vehicle is required to change lanes to the left side lane.

At this time, there is a lane changeable area, and since there is no vehicle running in the next lane at the current time (t = T + 3), the TTC of the vehicle ahead or behind the next lane is also not a problem.

However, there is a risk of collision if vehicle A is also attempting to change lanes at the same time as changing the lane of the vehicle.

Of course, in order to determine the risk of collision due to the simultaneous lane change of the vehicle A and the driving lane in the side lane, it is necessary to grasp the lateral movement of the vehicle A, but it is difficult to precisely grasp it in advance. That is, when the vehicle A in the side lane is instantaneously placed on the dead zone of the sensor, or when there is no lateral movement of the vehicle A, the lane change of the vehicle is proceeded, and the vehicle A simultaneously changes the lane It is difficult to grasp the lateral movement of the vehicle A in advance.

Therefore, according to the present invention, it is possible to reduce the risk of collision with a vehicle having a high attack driving tendency even if the lateral movement of the vehicle in the side lane can not be captured accurately by determining the attack driving tendency of nearby vehicles.

Referring again to FIG. 4, the vehicle A makes a lane change from the side lane to the side lane at t = T seconds (the unit of time is 'second') and continues to accelerate. And t = T + 3 is reached.

Referring to the speed graph and the relative acceleration graph in FIG. 5, the vehicle B is traveling at a constant speed of 20 km / h (hereinafter, the unit of speed is referred to as "km / h" (Hereinafter, the unit of the relative acceleration is "km / h") to -5 km / h / sec (hereinafter, referred to as "km / h") and then travels at a relative acceleration of +2 up to T + 3. Here, the relative acceleration means the relative acceleration of the target vehicle with respect to the preceding vehicle, and the sign of the relative acceleration has a sign of - in the direction approaching the preceding vehicle. Further, between T and T + 1, the vehicle A performs the lane change once.

In one embodiment of the present invention, the attack driving tendency is calculated as the product of the average of the absolute values of the relative acceleration of the target vehicle (the monitoring result of the longitudinal motion) and the lane change index (the monitoring result of the lateral motion) . The attack operation tendency can be calculated within a certain period. In FIGS. 4 and 5, it is assumed that T and T + 3 are calculated in a period of 3 seconds.

The lane change index is determined as " (lane change frequency + 1) / cycle ", and the reason why l is added to the lane change frequency is that a proper attack driving tendency can not be obtained when the lane change frequency is zero.

In the case of vehicle A, the average of absolute values of the relative acceleration of the vehicle A with respect to the vehicle B as the preceding vehicle is calculated as (5 * 2 + 2 * 1) / 3 = 4, 3 = 0.67. Accordingly, the attack driving tendency of the vehicle A can be calculated as 4 * 0.67 = 2.68.

In the case of the vehicle A in FIG. 4 and FIG. 5, it is an example of the vehicle A having a relatively aggressive driving tendency, and in the following FIGS. 6 and 7, the case in which the driving behavior tendency of the vehicle A decreases with time Will be described.

In FIG. 6, vehicle A travels from T to T + 3 at the same position, speed and relative acceleration as vehicle A of FIG. 4, continues deceleration from T + 3 to T + 4, It is assumed that the vehicle travels at a speed substantially similar to that of the vehicle B.

Referring to FIG. 7, referring to the speed graph and the relative acceleration graph, the vehicle B is traveling at a constant speed of 20, and the vehicle A travels from T to T + 3 in the same manner as the vehicle A of FIG. 5, , And has a relative acceleration close to zero until T + 8. Also, as in Fig. 5, the vehicle A performs lane change once between T and T + 1.

It is assumed that the attack driving tendency is calculated in a cycle of T to T + 8 of 8 seconds, unlike FIG.

6 and 7, the average of the absolute value of the relative acceleration of the vehicle A with respect to the vehicle B as the preceding vehicle is calculated as (5 * 2 + 2 * 2 + 0.1 * 4) / 8 = 1.8, The lane change index is calculated as (1 + 1) / 8 = 0.25. Accordingly, the attack driving tendency of the vehicle A can be calculated as 1.8 * 0.25 = 0.45.

4 and 5, when the step S34 is performed at T + 3, the main control logic 220 determines that the vehicle A, which is a close range vehicle, exists in the side lane, Can calculate the attack driving tendency of the vehicle A to be 2.68. The main control logic 220 compares the calculated attacking driving tendency with the leaning threshold, which is an attack driving tendency of a vehicle having a lane change possibility of at least a certain probability (for example, 40%) or more. May be a statistically determined value. For example, the propensity threshold may be 1.5.

The main control logic 220 determines the current risk level to be the third risk level and proceeds to step S70 because 2.68, which is the calculated attack driving tendency, is greater than the leaning threshold of 1.5 (No in S34).

6 and 7, when the step S34 is performed at T + 8, the main control logic 220 determines that the vehicle A, which is a close distance vehicle, exists in the side lane, It is possible to calculate the attack driving tendency of the vehicle A to 0.45.

The main control logic 220 compares the calculated attack driving tendency with the leaning threshold, and since the calculated attacking driving tendency 0.45 is smaller than the leaning threshold of 1.5 (Yes in S34), the main control logic 220 determines the current risk It is determined to be the first step and step S40 is performed.

6 and 7 illustrate cases in which aggressive driving tendency decreases over time, and during the operation of the vehicle 10, the period for calculating the attack driving tendency may be constant.

In the examples of FIGS. 4 to 7, the case where the attack driving tendency is calculated only for the vehicle A is described. However, when there are several proximity vehicles, each step can be independently performed for each vehicle.

According to step S34, the possibility of simultaneous lane change of the surrounding vehicles is predicted using the attack driving tendency reflecting the results of monitoring the longitudinal and lateral movements of the nearby vehicles for a predetermined period before the lateral movement of the surrounding vehicles, .

The main control logic 220 may determine whether the lane change can be normally performed after determining the risk level as the first level (S40). Here, the main control logic 220 judges whether or not the lane change is possible by considering the lane changeable area, the TTC of the front / rear vehicle of the side lane, and the attack driving tendency in a comprehensive manner.

For example, if the lane-changeable area is longer than a certain length (for example, 40 m) and the difference between the TTC of the front / rear vehicle in the next lane and the first TTC threshold a / the second TTC threshold b is constant (For example, 3 seconds) and the difference between the attack driving tendency and the slope threshold value is equal to or greater than a predetermined value (for example, 1), the main control logic 220 determines that the lane change is feasible (S100). ≪ / RTI >

It is also possible that the lane changeable area is less than a certain length (for example, 40 m) or the TTC of the vehicle ahead / behind the next lane is different from the first TTC threshold a / second TTC threshold b 3 seconds) or the difference between the attack driving tendency and the slope threshold value is less than a predetermined value (for example, 1), the main control logic 220 can determine that the spare lane change is difficult (No in S40).

If the lane change is not impossible (Yes in S50), the main language logic 220 determines that the route provided by the navigation device 130 is a route provided by the navigation device 130 It can be determined whether the lane change is an essential section using the information (S60).

As a result of the determination in step S40, the main control logic 220 proceeds to step S70 if it is determined that there is a risk of collision in proceeding to change the lane (No in step S50).

If the lane change is a necessary period (e.g., the IC entry period) (Yes in S60), the main control logic 220 may output a signal for controlling the lane change (SlOO).

In the case where the lane change is not essential (for example, a straight line section) (No in S60), the main control logic 220 proceeds to step S70.

In the step S70, the logic for determining the longitudinal control method, not the lateral control (lane change), is started in a state where the lane change is impossible (the risk level is the third step).

The main control logic 220 may determine whether the vehicle meets acceleration conditions (S80).

The acceleration condition may be a condition in which the distance between the vehicle and the front vehicle is greater than the distance between the vehicle and the rear vehicle, and the relative speed of the front vehicle is greater than the relative speed of the rear vehicle.

If the vehicle satisfies the acceleration condition (Yes in S80), the main control logic 220 may output a control signal for acceleration (S200).

If the vehicle does not satisfy the acceleration condition (No in S80), the main control logic 220 can determine whether the vehicle meets the deceleration condition (S90).

The deceleration condition may be a condition that the distance between the vehicle and the preceding vehicle is smaller than the distance between the vehicle and the rear vehicle, and the relative speed of the preceding vehicle is smaller than the relative speed of the rear vehicle, but the scope of the present invention is not limited thereto.

If the subject vehicle meets the deceleration condition (Yes in S90), the main control logic 220 may output a control signal for deceleration (S300).

If the vehicle does not satisfy the deceleration condition (No in S90), the main control logic 220 outputs a control signal for maintaining the current lane and the current speed (S400).

The method described above can be implemented as computer-readable code on a computer-readable recording medium. The computer-readable recording medium includes all kinds of recording media storing data that can be decoded by a computer system. For example, it may be a ROM (Read Only Memory), a RAM (Random Access Memory), a magnetic tape, a magnetic disk, a flash memory, an optical data storage device, or the like. In addition, the computer-readable recording medium may be distributed and executed in a computer system connected to a computer network, and may be stored and executed as a code readable in a distributed manner.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It will be understood that various modifications and changes may be made.

Claims (13)

Determining whether a lane changeable area exists in a next lane of the vehicle when the autonomous driving logic of the ECU (Electronic Control Unit) triggers the autonomous driving lane change command;
If the lane changeable area exists, the autonomic driving logic judges a risk of a lane change based on an attack driving tendency of a close-range vehicle in a side lane; And
Wherein the autonomous driving logic determines whether to change the lane according to the risk. The method according to claim 1,
Wherein the attack driving tendency is calculated on the basis of the monitoring result of the longitudinal movement of the near range vehicle and the monitoring result of the lateral movement. 3. The method of claim 2,
Wherein the monitoring result of the longitudinal motion is an average of the relative acceleration of the near range vehicle with respect to the preceding vehicle,
Wherein the monitoring result of the lateral movement is a lane-changing number of the near-distance vehicle. The method according to claim 1,
The step of determining the risk includes:
(A) comparing the attack driving tendency of the near range vehicle with a slope threshold to determine the risk,
Wherein the tendency threshold value is an attack driving tendency of a vehicle whose lane change possibility is equal to or higher than a certain probability. 5. The method of claim 4,
The step (a)
Determining the risk level to be a first step or a second step when the attack driving tendency of the close range vehicle is less than a propensity to slope; And
And determining the risk to be a third step when the attack driving tendency of the close range vehicle is equal to or greater than the inclination threshold value. 5. The method of claim 4,
The step of determining the risk includes:
Determining whether a time to collision (TTC) of the vehicle ahead of the next lane exceeds a first TTC threshold; And
Further comprising the step of determining whether the TTC of the vehicle in the next lane exceeds the second TTC threshold. If there is a lane changeable area after the autonomous lane change command is triggered, the risk of lane change is determined based on the attack driving tendency of the close range lane of the adjacent lane, and whether or not the lane change Decision logic logic; And
And an attack driving tendency determiner for calculating the attack driving tendency according to the control of the main control logic. 8. The method of claim 7,
Wherein the attack driving tendency is calculated on the basis of a monitoring result of the movement in the longitudinal direction of the near range vehicle and a monitoring result of the movement in the lateral direction. 9. The method of claim 8,
Wherein the monitoring result of the longitudinal motion is an average of the relative acceleration of the near range vehicle with respect to the preceding vehicle,
Wherein the monitoring result of the lateral movement is the number of lane change of the close range vehicle. 8. The method of claim 7,
The main-
Determining a risk level by comparing the attack driving tendency of the close range vehicle with an inclination threshold value,
Wherein the propensity threshold value is an attack driving tendency of a vehicle whose lane-changing possibility is equal to or higher than a specific probability. 11. The method of claim 10,
The main-
If the attack driving tendency of the near range vehicle is less than the inclination threshold value, the risk level is determined to be the first stage or the second stage,
And determines the risk level to be the third step when the attack driving tendency of the close range vehicle is equal to or greater than the inclination threshold value. 11. The method of claim 10,
The main-
Determining whether a time to collision (TTC) of the vehicle ahead of the next lane exceeds a first TTC threshold,
And determines whether or not the TTC of the rearward vehicle in the next lane exceeds a second TTC threshold. If there is a lane changeable area after the autonomous lane change command is triggered, the risk of lane change is determined based on the attack driving tendency of the close range lane of the adjacent lane, and whether or not the lane change An ECU (Electronic Control Unit) including an attacking driving tendency determining unit for calculating the attacking driving tendency according to the control of the main control logic; And
And a driving unit for controlling driving of the vehicle according to a control signal generated by the main control logic.

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