KR102299823B1 - Backward driving assist apparatus of vehicle and control method thereof - Google Patents

Abstract

The present invention discloses an apparatus for supporting reverse driving of a vehicle and a method for controlling the same. An apparatus for supporting backward driving of a vehicle according to the present invention includes: a vehicle speed sensor configured to measure a vehicle speed by counting wheel pulses of a wheel; a steering angle sensor for measuring a steering angle of the steering wheel; a yaw rate sensor that measures an inclined yaw rate value of the vehicle while driving; a driving trajectory storage unit for storing driving trajectory data generated during forward driving; and matching the wheel pulse count of the vehicle speed sensor, the steering angle of the steering angle sensor, and the yaw rate value of the yaw rate sensor during forward driving to estimate the location of the vehicle. The driving trajectory data created at the interval of a set distance is interpolated with a curve function or a straight line function according to the amount of change in the lateral direction and stored in the driving trajectory storage. and a controller for generating a target steering angle by compensating for a directional angle error, and outputting the target steering angle to the MDPS controller.

Description

Reverse driving support device and control method thereof

The present invention relates to an apparatus for supporting reverse driving of a vehicle and a method for controlling the same, and more particularly, when driving backward according to a stored driving trajectory during forward driving, estimating the location of the own vehicle through dead reckoning, improving estimation accuracy, and driving forward The driving trajectory data generated for each set distance is divided into a curved road and a straight road, and interpolated separately in the form of a curve function and a linear function parameter. It relates to a device for supporting reverse driving of a vehicle that has improved convergence speed by using it and a method for controlling the same.

In general, there are many drivers who complain of difficulties in driving because the moving trajectory of the vehicle is different from the forward driving when the vehicle is traveling in reverse. This is because there is a blind spot even when the rearview mirror and side mirror are used when the vehicle is running in reverse, so the driver frequently has to check the rear with his or her eyes, check for obstacles, and then step back on the steering and acceleration or deceleration pedals to reverse.

In particular, when driving in a narrow alley or in a parking lot with a narrow parking space, it is often difficult to drive forward due to running into an oncoming vehicle. In this case, it is necessary to drive backwards on the path that has come, but in many cases, novice drivers or inexperienced drivers feel considerable difficulty in reverse driving in such a narrow space and cannot move forward or backward.

In addition, in a narrow space with many parked vehicles, if the vehicle comes into contact with the parked vehicle or the wall during rotation, the vehicle must be reversed in the same way as the vehicle was turning in order to prevent further vehicle damage. It may inflict more damage.

Currently, devices that assist when the vehicle is reversing include a PAS (Parking Assist System), a PGS (Parking Guide System), and a rear monitor.

In the case of the rear monitor, there is a limit to securing a field of view to monitor the left and right sides in such a situation, and in the case of PAS and PGS, continuous warning sounds are generated, which can create anxiety in the driver.

In addition, when reversing on a narrow road, the steering wheel is slightly turned left/right and the vehicle is often pulled to the left or right. Systems such as PAS and PGS have limitations in solving this situation.

In addition, the rear side warning system is a system that alerts the presence of a vehicle from the rear and the side within a certain distance (for example, 7 m) when changing lanes while driving using a radar sensor. It is not suitable for use as a driving aid device, and it is difficult to detect surrounding obstacles without a rear-facing sensor such as a radar sensor.

The background technology of the present invention is disclosed in Korean Patent Publication No. 2015-0077823 (published on Jul. 8, 2015, automatic reverse path control system for a vehicle).

In the automatic reverse route control system according to the prior art, the driving trajectory data generated during forward driving is stored in sequence at regular distance intervals, and then, when driving backward, the driving trajectory data is acquired in the reverse order of the stored sequence during forward driving to obtain the reverse route. will control

However, since forward driving and reverse driving have different turning radii due to the configuration of the vehicle, when the reverse driving path is controlled in the same way as the forward driving path using only the vehicle speed sensor and the steering angle sensor, there is a problem in that the error rate is high.

The present invention has been devised to improve the above problems, and an object of the present invention according to one aspect is to improve estimation accuracy by estimating the own vehicle position through dead reckoning when driving backward according to a stored driving trajectory during forward driving, During forward driving, the driving trajectory data generated for each set distance is divided into a curved road and a straight road and divided into curve function and linear function parameter form, respectively, and interpolated. An object of the present invention is to provide an apparatus for supporting reverse driving of a vehicle and a method for controlling the same, in which the convergence speed is improved by using it as a forward element.

According to an aspect of the present invention, there is provided an apparatus for supporting backward driving of a vehicle, comprising: a vehicle speed sensor configured to measure a vehicle speed by counting a wheel pulse of a wheel; a steering angle sensor for measuring a steering angle of the steering wheel; a yaw rate sensor that measures an inclined yaw rate value of the vehicle while driving; a driving trajectory storage unit for storing driving trajectory data generated during forward driving; and matching the wheel pulse count of the vehicle speed sensor, the steering angle of the steering angle sensor, and the yaw rate value of the yaw rate sensor during forward driving to estimate the location of the vehicle. The driving trajectory data created at the interval of a set distance is interpolated with a curve function or a straight line function according to the amount of change in the lateral direction and stored in the driving trajectory storage. and a controller for generating a target steering angle by compensating for a directional angle error, and outputting the target steering angle to the MDPS controller.

In the present invention, the driving trajectory storage unit is characterized in that it is composed of a ring buffer.

In the present invention, the control unit compares the lateral change amount of the driving trajectory data with the set value, and when the lateral change amount is greater than or equal to the set value, interpolates it with a cubic curve function and stores it in the driving trajectory storage unit together with the curve function parameter, and stores it in the lateral direction When the amount of change is less than the set value, it is characterized in that it is interpolated by a linear function and then stored in the driving trajectory storage unit together with the linear function parameter.

In the present invention, the control unit estimates the absolute change amount at the reference position based on the wheel pulse count at a set time interval, estimates the lateral change amount from the steering angle and yaw rate value, and accumulates the absolute change amount and the lateral direction change amount to determine the own vehicle position It is characterized by estimating.

In the present invention, the controller generates a target steering angle by feeding forward the steering angle input during forward driving while performing PID control based on the driving trajectory data and the location of the own vehicle.

In the present invention, the control unit includes: an own vehicle position estimator for estimating the own vehicle position by matching the wheel pulse count of the vehicle speed sensor, the steering angle of the steering angle sensor, and the yaw rate value of the yaw rate sensor; During forward driving, the position data of the own vehicle position estimated from the own vehicle position estimator at a set distance interval is stored in the driving trajectory storage unit. a forward trajectory management unit that calculates and determines a curved road and a straight road, interpolates the driving trajectory data with a curved function or a linear function, and stores it in the driving trajectory storage unit together with the parameter of the curved function or the linear function parameter; an error calculator that reads the driving trajectory data from the driving trajectory storage unit during backward driving and calculates an angular error with respect to the location of the host vehicle; and a path follower configured to generate a target steering angle from the driving trajectory data by compensating for the directional angle error calculated by the error calculator.

In the present invention, the forward trajectory management unit is characterized by updating the latest position data from the oldest position data when the driving trajectory storage unit is full.

According to another aspect of the present invention, there is provided a control method of an apparatus for supporting backward driving of a vehicle, comprising: estimating, by a control unit, a vehicle position at a set distance interval during forward driving by determining whether to travel forward; storing, by the controller, location data of the estimated location of the own vehicle in a driving trajectory storage unit; calculating, by the control unit, a lateral change amount of the driving trajectory data when the number of position data stored in the driving trajectory storage unit is greater than a set number of driving trajectory data; determining, by the control unit, whether the road is curved based on the amount of change in the lateral direction; interpolating, by the controller, whether the road is a curved road or not, and interpolating the driving trajectory data with a curve function when the road is a curved road, and interpolating the driving trajectory data with a linear function when the road is a straight road; and storing, by the control unit, the driving trajectory data into a curved function or a linear function, and then storing the data in a driving trajectory storage unit together with the parameters of the curved function or the linear function.

In the present invention, the control unit determines whether to travel forward and reads the driving trajectory data from the driving trajectory storage unit when driving backward; estimating, by the controller, the location of the own vehicle; calculating, by the control unit, a directional angle error between the driving trajectory data and the location of the host vehicle; and generating, by the controller, a target steering angle by compensating for a direction angle error calculated from the driving trajectory data, and outputting the generated target steering angle to the MDPS controller.

In the present invention, when generating the target steering angle, the control unit performs PID control based on the driving trajectory data and the location of the own vehicle, and feed-forward the steering angle input during forward driving to generate the target steering angle.

In the present invention, the estimating of the own vehicle position includes: estimating, by the controller, an absolute change amount in the reference position based on the wheel pulse count of the vehicle speed sensor at a set time interval; estimating, by the controller, a lateral change amount from the steering angle of the steering angle sensor and the yaw rate value of the yaw rate sensor; and estimating, by the controller, an absolute change amount and a lateral change amount by accumulating the location of the own vehicle.

The apparatus for supporting reverse driving of a vehicle and a control method thereof according to an aspect of the present invention can improve estimation accuracy by estimating the location of the own vehicle through dead reckoning when driving backward according to a stored driving trajectory during forward driving.

In addition, the present invention divides the driving trajectory data generated for each set distance during forward driving into a curved road and a straight road and interpolates them in the form of a curve function and a straight function parameter, respectively, so that the amount of calculation can be reduced as well as errors generated during interpolation It is possible to save the driving trajectory data as a continuous movement by minimizing the

In addition, the present invention improves the convergence speed by using the steering angle command input during forward driving as a feedforward element during reverse driving, thereby increasing the driver's convenience and enabling easy reverse driving.

1 is a block diagram illustrating an apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention.
2 is a ring buffer structure illustrating a driving trajectory storage unit in the apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention.
3 is a flowchart illustrating a method of controlling an apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention.

Hereinafter, an apparatus for supporting reverse driving of a vehicle and a method for controlling the same according to the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

1 is a block diagram illustrating an apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention, and FIG. 2 is a ring buffer structure showing a driving trajectory storage unit in the apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention. am.

As shown in FIGS. 1 and 2 , the apparatus for supporting backward driving of a vehicle according to an embodiment of the present invention includes a vehicle speed sensor 10 , a steering angle sensor 20 , a yaw rate sensor 30 , and a driving trajectory storage unit ( 60) and a control unit 50 may be included.

The vehicle speed sensor 10 counts the wheel pulses of the wheels and provides the wheel pulse counts to the controller 50 so as to determine the vehicle speed and the moving distance.

The steering angle sensor 20 measures a steering angle at which the steering wheel of the vehicle is rotated and provides it to the controller 50 .

The yaw rate sensor 30 measures an inclined yaw rate value of the vehicle while driving and provides it to the controller 50 to estimate a lateral change of the vehicle.

The driving trajectory storage unit 60 stores driving trajectory data generated during forward driving.

Here, as shown in FIG. 2 , the driving trajectory storage unit 60 is composed of a ring buffer and sequentially stored, and then, when the ring buffer is full, sequentially stores from the first position again, so that the oldest data is updated and stored. .

The control unit 50 determines the position of the shift lever from the shift lever detection unit 40 and, in the case of forward driving, the wheel pulse count of the vehicle speed sensor 10 and the steering angle and yaw rate sensor of the steering angle sensor 20 during forward driving. By matching the yaw rate value in (30), the location of the vehicle is estimated, and the lateral change amount is calculated for the driving trajectory data generated at the set distance interval to distinguish the curved road from the straight road, and the driving trajectory according to the curved road and the straight road. The data is interpolated by a curve function or a linear function and stored in the driving trajectory storage unit 60 together with the parameters of the curve function or the parameters of the linear function.

In this way, by dividing the driving trajectory data into a curved road and a straight road, in the case of a curved road, it is interpolated by a curve function, and in the case of a straight road, the amount of calculation can be reduced by interpolating with a linear function, By minimizing the error that occurs during interpolation, the driving trajectory data can be stored as continuous movement.

In addition, the control unit 50 determines the position of the shift lever from the shift lever detection unit 40 and, in the case of reverse driving, reads the driving trajectory data from the driving trajectory storage unit 60 and compensates for the directional angle error with the own vehicle position. to generate a target steering angle, and output the target steering angle to the MDPS control unit 70 .

Here, the control unit 50 may include an own vehicle position estimation unit 52 , a forward trajectory management unit 54 , an error calculation unit 56 , and a path tracking unit 58 .

The own vehicle position estimator 52 matches the wheel pulse count of the vehicle speed sensor 10 with the steering angle of the steering angle sensor 20 and the yaw rate value of the yaw rate sensor 30 to estimate the location of the own vehicle by dead reckoning. can do.

At this time, in order to solve the problem of accumulating more errors as the moving distance increases because the dead reckoning method estimates the position by integrating the change amount of the measured value, in the present embodiment, the By estimating the absolute change amount of , and estimating the lateral change amount from the steering angle and yaw rate value, and accumulating the absolute change amount and the lateral change amount, the influence of the accumulated error can be reduced.

The forward trajectory management unit 54 stores the position data of the own vehicle position estimated from the own vehicle position estimating unit 52 at a set distance interval during forward driving in the traveling trajectory storage unit 60, and the position data travels more than a set number When the trajectory data is generated, the lateral change amount is calculated from the steering angle and yaw rate value for the driving trajectory data, and the curved road and the straight road are separated. The parameters are stored in the driving trajectory storage unit 60 together with the parameters, and in the case of the immediate road, the driving trajectory data is interpolated by a linear function and stored in the driving trajectory storage unit 60 together with the parameter of the linear function.

In this way, the amount of computation can be reduced by dividing the driving trajectory data into a curved road and a straight road and interpolating with a curved function and a linear function, respectively, and the driving trajectory data can be stored using minimal data as a continuous movement.

In the forward trajectory management unit 54, the driving trajectory storage unit 60 has a ring buffer structure as shown in FIG. 2, and when the ring buffer is full, it updates from the oldest position data (P5) to the latest position data (Pn+1). Save sequentially.

The error calculation unit 56 reads the driving trajectory data from the driving trajectory storage unit 60 during backward driving and calculates an error in the direction angle with the host vehicle position.

The path follower 58 generates a target steering angle from the driving trajectory data by compensating for the direction angle error calculated by the error calculator 56 , and outputs the generated target steering angle to the MDPS controller 70 .

Here, the path follower 58 generates a target steering angle by feeding-forward the steering angle input during forward driving while performing PID control based on the driving trajectory data and the location of the own vehicle, so that the driving trajectory data and the location of the vehicle are stored in the reverse driving. It is possible to quickly converge the direction angle error to 0.

Accordingly, the MDPS control unit 70 operates a driving motor (not shown) according to a target steering angle to rotate a steering wheel (not shown) to support reverse driving.

As described above, according to the apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention, when driving backward according to a stored driving trajectory during forward driving, the vehicle position is estimated through dead reckoning to improve estimation accuracy, and forward driving By dividing the driving trajectory data generated for each set distance at the time into curved and straight roads and interpolating them in the form of curve function and linear function parameters, respectively, it is possible to reduce the amount of calculation and minimize the errors that occur during interpolation to save the driving trajectory data. It is stored as a continuous movement, and when driving in reverse, the steering angle command input when driving forward is used as a feed-forward element to improve the convergence speed, thereby increasing the convenience of the driver and enabling easy reverse driving.

3 is a flowchart illustrating a method of controlling an apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention.

As shown in FIG. 3 , in the control method of the apparatus for supporting reverse driving of a vehicle according to an exemplary embodiment of the present invention, first, the control unit 50 receives the position of the shift lever through the shift lever detecting unit 40 and sets the vehicle. It is determined whether the driving is forward (S10).

If it is determined whether the vehicle is traveling forward in step S10 and the vehicle is traveling forward, the control unit 50 estimates the location of the own vehicle at a set distance interval (S12).

Here, the controller 50 estimates the absolute change amount at the reference position based on the wheel pulse count of the vehicle speed sensor 10 at a set time interval, and the steering angle of the steering angle sensor 20 and the yaw rate value of the yaw rate sensor 30 . By estimating the amount of change in the lateral direction from

As described above, in the present embodiment, the effect of the accumulated error in which the error accumulates more as the moving distance increases in the dead reckoning can be reduced by estimating the absolute change amount at the reference position based on the wheel pulse count at the set time interval. can

After estimating the location of the own vehicle in step S12 , the controller 50 sequentially stores the estimated location data of the location of the own vehicle in the driving trajectory storage unit 60 ( S14 ).

For example, when the driving trajectory storage unit 60 has a ring buffer structure as shown in FIG. 2 , the control unit 50 converts the oldest position data P5 to the newest position data Pn+1 when the ring buffer is full. Update and store sequentially.

After sequentially storing the position data in the driving trajectory storage unit 60 in step S14, the control unit 50 generates a discrete driving trajectory when the driving trajectory data is generated in excess of the set number of position data stored in the driving trajectory storage unit 60 A lateral change amount is calculated from the steering angle and the yaw rate with respect to the data (S16).

After calculating the amount of change in the lateral direction in step S16, the control unit 50 determines whether the driving trajectory data is a curved road (S18).

Here, the control unit 50 may compare the amount of lateral change with the set value, and when the amount of change in the lateral direction is equal to or greater than the set value, it may be determined as a curved road, and if the amount of change in the lateral direction is less than the set value, it may be determined as a straight road.

In step S18, it is determined whether the road is a curved road, and if the road is a curved road, the controller 50 interpolates the driving trajectory data with a cubic curve function to continuously express the movement of the vehicle (S20).

In this way, instead of continuously storing the position data, the position data is discretely stored and then the vehicle movement can be continuously expressed by interpolating it with a cubic curve function.

After interpolating the driving trajectory data with the cubic curve function in step S30, the controller 50 stores the data in the driving trajectory storage unit 60 together with the parameters of the curve function (S22).

On the other hand, if it is determined whether the road is a curved road in step S18 and is not a curved road, the controller 50 interpolates the driving trajectory data as a linear function (S24).

In the case of a straight road as described above, the amount of calculation can be reduced by interpolating the driving trajectory data with a linear function.

After interpolating the driving trajectory data with a linear function in step S24, the control unit 50 stores the data in the driving trajectory storage unit 60 together with the parameters of the linear function (S26).

In this way, the amount of computation can be reduced by dividing the driving trajectory data into a curved road and a straight road and interpolating with a curved function and a linear function, respectively, and the driving trajectory data can be stored using minimal data as a continuous movement.

On the other hand, if it is determined whether the vehicle is traveling forward in step S10 and the vehicle is traveling in reverse, the control unit 50 stops the storage of the driving trajectory data and reads the driving trajectory data from the driving trajectory storage unit 60 (S28).

After reading the driving trajectory data in step S28, the control unit 50 receives the wheel pulse count, steering angle and yaw rate values from the vehicle speed sensor 10, the steering angle sensor 20, and the yaw rate sensor 30, respectively, and determines the location of the vehicle. Estimate (S30).

Here, the own vehicle position is determined by the control unit 50 at a set time interval, based on the wheel pulse count of the vehicle speed sensor 10 , to estimate the absolute change in the reference position, and the steering angle of the steering angle sensor 20 and the yaw rate sensor 30 . By estimating the lateral change amount from the yaw rate value, the absolute change amount and the lateral change amount can be accumulated and estimated.

After estimating the location of the own vehicle in step S30 , the control unit 50 calculates a direction angle error between the driving trajectory data and the location of the own vehicle ( S32 ).

After calculating the directional angle error in step S32, the controller 50 generates a target steering angle by compensating for the directional angle error while performing PID control based on the driving trajectory data and the location of the own vehicle, and the steering angle input during forward driving Feed-forward to generate a target steering angle to quickly converge the steering angle error to 0 (S34).

The control unit 50 outputs the target steering angle generated in step S34 to the MDPS control unit 70, so that the MDPS control unit 70 operates a driving motor (not shown) according to the target steering angle to rotate the steering wheel to support reverse driving. to make it possible (S36).

As described above, according to the control method of the apparatus for supporting reverse driving of a vehicle according to an embodiment of the present invention, when driving backward according to a stored driving trajectory during forward driving, the vehicle position is estimated through dead reckoning to improve estimation accuracy, , by dividing the driving trajectory data generated for each set distance during forward driving into a curved road and a straight road, respectively, in the form of curve function and linear function parameter, it is possible to reduce the amount of calculation and reduce the error occurring during interpolation. Minimized, the driving trajectory data is stored as a continuous movement, and when driving in reverse, the steering angle command input when driving forward is used as a feed-forward element to improve the convergence speed, thereby increasing the convenience of the driver and enabling easy reverse driving. .

Although the present invention has been described with reference to the embodiment shown in the drawings, this is merely exemplary, and it is understood that various modifications and equivalent other embodiments are possible by those of ordinary skill in the art. will understand

Therefore, the true technical protection scope of the present invention should be defined by the following claims.

10: vehicle speed sensor 20: steering angle sensor
30: yaw rate sensor 40: shift lever detection unit
50: control unit 52: own vehicle position estimation unit
54: forward trajectory management unit 56: error calculation unit
58: path follower 60: travel trajectory storage unit
70: MDPS control unit

Claims (11)

a vehicle speed sensor for measuring a vehicle speed by counting wheel pulses of a wheel;
a steering angle sensor for measuring a steering angle of the steering wheel;
a yaw rate sensor that measures an inclined yaw rate value of the vehicle while driving;
a driving trajectory storage unit for storing driving trajectory data generated during forward driving; and
During forward driving, the vehicle position is estimated by matching the wheel pulse count of the vehicle speed sensor, the steering angle of the steering angle sensor, and the yaw rate value of the yaw rate sensor, and the driving trajectory data generated at a set distance interval According to the amount of change in the lateral direction, it is interpolated with a curved function or a linear function and stored in the driving trajectory storage unit. When driving backward, the driving trajectory data is read from the driving trajectory storage unit to compensate for the directional angle error with the own vehicle position. a control unit generating a steering angle and outputting the target steering angle to an MDPS control unit;
The driving trajectory storage unit is composed of a ring buffer,
The control unit compares the lateral change amount of the driving trajectory data with a set value, and when the lateral change amount is greater than or equal to a set value, interpolates it with a cubic curve function and stores it in the driving trajectory storage unit together with a curve function parameter, When the amount of change in the lateral direction is less than the set value, it is interpolated with a linear function and then stored in the driving trajectory storage unit together with the linear function parameter,
The control unit is
an own vehicle position estimator for estimating the own vehicle position by matching the wheel pulse count of the vehicle speed sensor, the steering angle of the steering angle sensor, and the yaw rate value of the yaw rate sensor;
During forward driving, the position data of the own vehicle position estimated from the own vehicle position estimator at a set distance interval is stored in the driving trajectory storage unit, and when the driving trajectory data is generated in excess of a set number of the position data, the driving trajectory A curved road and a straight road are determined by calculating the amount of change in the lateral direction with respect to the data, and the driving trajectory data is interpolated by the curved function or the linear function. a forward trajectory management unit for storing the trajectory storage unit;
an error calculation unit for reading the driving trajectory data from the driving trajectory storage unit during backward driving and calculating a direction angle error with respect to the location of the host vehicle; and
and a path follower configured to generate the target steering angle from the driving trajectory data by compensating for the directional angle error calculated by the error calculator;
The own vehicle position estimating unit estimates the absolute change amount in the reference position based on the wheel pulse count at a set time interval, and estimates the lateral change amount from the steering angle and the yaw rate value to determine the absolute change amount and the lateral change amount A device for supporting backward driving of a vehicle, characterized in that the vehicle position is estimated by accumulating.
delete delete delete The method according to claim 1, wherein the control unit generates the target steering angle by feeding forward the steering angle input during forward driving while performing PID control based on the driving trajectory data and the location of the host vehicle. The vehicle's reverse driving support system.
delete The apparatus of claim 1, wherein the forward trajectory management unit updates the latest position data from the oldest position data when the driving trajectory storage unit is full.
estimating, by the control unit, whether the vehicle is traveling forward, and estimating the location of the vehicle at a set distance interval when traveling forward;
storing, by the controller, the estimated location data of the location of the own vehicle in a driving trajectory storage unit;
calculating, by the control unit, a lateral change amount of the driving trajectory data when the driving trajectory data is generated in a position where the data stored in the driving trajectory storage unit exceeds a set number;
determining, by the control unit, whether the curve is curved based on the amount of change in the lateral direction;
interpolating, by the controller, whether the road is a curved road, interpolating the driving trajectory data with a curve function when the road is a curved road, and interpolating the driving trajectory data with a linear function when the road is a straight road; and
The control unit interpolates the driving trajectory data using the curve function or the linear function and then storing the data in the driving trajectory storage unit together with the parameters of the curve function or the linear function.
The driving trajectory storage unit consists of a ring buffer, and when the ring buffer is full, the control unit sequentially stores the updated position data from the oldest position data to the latest position data,
reading, by the control unit, the driving trajectory data from the driving trajectory storage unit when the controller determines whether the vehicle travels forward or not;
estimating, by the controller, a location of the own vehicle;
calculating, by the controller, an error in the direction angle between the driving trajectory data and the location of the host vehicle; and
Compensating for the directional angle error calculated from the driving trajectory data, the control unit generates a target steering angle and outputs the generated target steering angle to the MDPS control unit;
The step of estimating the location of the own vehicle,
estimating, by the control unit, an absolute change amount in a reference position based on a wheel pulse count of a vehicle speed sensor at a set time interval;
estimating, by the controller, a lateral change amount from the steering angle of the steering angle sensor and the yaw rate value of the yaw rate sensor; and
and estimating, by the controller, the location of the host vehicle by accumulating the absolute change amount and the lateral change amount.
delete The method of claim 8, wherein when generating the target steering angle, the control unit feeds forward the steering angle input during forward driving while performing PID control based on the driving trajectory data and the host vehicle position to determine the target steering angle. A control method of a device for supporting reverse driving of a vehicle, characterized in that generating.
delete

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