KR102454454B1 - Apparatus and method for controlling driving path of vehicle - Google Patents

Abstract

An apparatus and method for controlling a traveling path of a vehicle are disclosed. An apparatus for controlling a driving path of a vehicle is a device for controlling a driving path of a vehicle, and includes a processor and a memory operatively connected to the processor and storing at least one code executed by the processor, wherein the memory is executed by the processor. When the processor determines that traffic congestion has occurred in the first section of the driving route of the vehicle based on the road condition data received from the in-vehicle communication unit, whether to change the driving route of the vehicle based on whether the traffic congestion has an effect on the vehicle and store a code that causes the vehicle to reselect the driving path based on the determination to change the driving path of the vehicle.

Description

Apparatus and method for controlling a driving path of a vehicle

The present invention relates to a technology for controlling a driving path of a vehicle based on whether or not there is an influence of traffic congestion occurring in the vicinity.

Automobiles have been developed to provide drivers with a more comfortable and safe driving environment. In addition, safety control systems for improving driver safety and convenience are being developed. Furthermore, research on an intelligent driver assistance system to provide a more comfortable and safe driving environment for drivers is also being actively conducted, and ultimately, research on a control system for autonomous driving or unmanned autonomous driving is being expanded.

An autonomous vehicle is a vehicle that recognizes its surroundings and drives itself without a driver's manipulation, generates a route corresponding to a departure point and a destination, and drives along the generated route. However, when traffic congestion occurs on the traveling route, it is necessary for the autonomous vehicle to change the traveling route by creating another route that can be bypassed.

The prior art (Patent Publication No. 10-2004-0016250) discloses a configuration in which the vehicle changes the route by creating a new optimal route and providing it to the vehicle when the habitually congested area in the route is congested. It does not take into account whether traffic congestion in the city's habitual congestion area affects vehicles. Accordingly, since the vehicle is not directly affected by traffic congestion, the existing route may be unnecessarily changed even though the existing route is the optimal route.

Accordingly, when traffic congestion occurs in the driving route of the vehicle, a technology for changing the driving route based on whether the traffic congestion has an effect on the vehicle is required.

Prior art: Korean Patent Publication No. 10-2004-0016250 (published on Feb. 21, 2004)

According to an embodiment of the present invention, when it is confirmed that traffic congestion occurs in a section within the driving path of the vehicle and affects the vehicle based on road condition data, by changing the driving path of the vehicle, the path is changed only when necessary The purpose of this is to allow vehicles to drive without being affected by traffic jams.

In addition, in one embodiment of the present invention, a score is given based on a criterion set for each of a plurality of routes retrieved from a precision road map, the score is adjusted based on road condition data, and the lowest among the plurality of routes The purpose of this is to allow the vehicle to travel on an optimal route according to the real-time changing road conditions by changing the driving route of the vehicle to the route given the score.

An embodiment of the present invention provides an apparatus for controlling a driving path of a vehicle that changes a driving path of a vehicle when it is confirmed that traffic congestion occurs in a section within a driving path of a vehicle and affects the vehicle based on road condition data; it could be a way

An embodiment of the present invention provides an apparatus for controlling a driving path of a vehicle, comprising: a processor; and a memory operatively connected to the processor and storing at least one code executed by the processor, the memory to be executed by the processor When the processor determines that traffic congestion has occurred in the first section of the driving path of the vehicle based on the road condition data received from the in-vehicle communication unit, change the driving path of the vehicle based on whether the traffic congestion has an effect on the vehicle determining whether to do so, and storing a code causing reselection of the travel route of the vehicle based on the determination to change the travel route of the vehicle;

In addition, an embodiment of the present invention is a method of controlling a driving path of a vehicle, based on the road condition data received from the in-vehicle communication unit, when it is determined that traffic congestion has occurred in the first section of the driving path of the vehicle, A vehicle, comprising: determining whether to change a travel route of the vehicle based on whether or not the traffic congestion affects the vehicle; and reselecting a travel route of the vehicle based on the determination to change the travel route of the vehicle It may be a driving path control method of

Other aspects, features and advantages other than those described above will become apparent from the following drawings, claims, and detailed description of the invention.

According to the embodiments of the present invention, when it is confirmed that traffic congestion occurs in a section within the driving route of the vehicle and affects the vehicle based on road condition data, by changing the driving route of the vehicle, the route is changed only when necessary. This allows the vehicle to drive without being affected by traffic jams.

In addition, according to embodiments of the present invention, a score is given based on a criterion set for each of a plurality of routes retrieved from a precision road map, the score is adjusted based on road condition data, and the most By changing the driving route of the vehicle to a route with a low score, it is possible to drive on an optimal route according to the changing road conditions in real time.

1 is a diagram illustrating an example of a system including a vehicle to which a driving path control device according to an embodiment of the present invention is applied, a server, a vehicle to everything (V2X) device, and a network connecting them.
2 is a diagram schematically illustrating a configuration of a driving vehicle to which an apparatus for controlling a driving path of a vehicle according to an embodiment of the present invention is applied.
3 is a diagram schematically illustrating a configuration of an apparatus for controlling a driving path of a vehicle according to an embodiment of the present invention.
4 is a view for explaining an example of a traffic environment of a vehicle to which a driving path control apparatus according to an embodiment of the present invention is applied.
5 is a view for explaining an example in which a driving path control apparatus of a vehicle selects a driving path according to an embodiment of the present invention.
6 is a view for explaining an example in which the driving path control apparatus of a vehicle changes a driving path according to an embodiment of the present invention.
FIG. 7 is a view for explaining an example of confirming whether or not traffic congestion affects a vehicle in the apparatus for controlling a driving route of a vehicle according to an embodiment of the present invention.
8 is a flowchart illustrating a method for controlling a driving path of a vehicle according to an embodiment of the present invention.

Advantages and features of the present invention, and a method for achieving them will become apparent with reference to the detailed description in conjunction with the accompanying drawings. However, it should be understood that the present invention is not limited to the embodiments presented below, but may be implemented in a variety of different forms, and includes all transformations, equivalents, and substitutes included in the spirit and scope of the present invention. . The embodiments presented below are provided to complete the disclosure of the present invention, and to completely inform those of ordinary skill in the art to the scope of the present invention. In describing the present invention, if it is determined that a detailed description of a related known technology may obscure the gist of the present invention, the detailed description thereof will be omitted.

The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly dictates otherwise. In the present application, terms such as “comprise” or “have” are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features It is to be understood that this does not preclude the possibility of the presence or addition of numbers, steps, operations, components, parts, or combinations thereof. Terms such as first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

Hereinafter, embodiments according to the present invention will be described in detail with reference to the accompanying drawings, and in the description with reference to the accompanying drawings, the same or corresponding components are given the same reference numerals, and overlapping descriptions thereof are omitted. decide to do

1 is a diagram illustrating an example of a system including a vehicle to which a driving path control device according to an embodiment of the present invention is applied, a server, a vehicle to everything (V2X) device, and a network connecting them.

Referring to FIG. 1 , a system 100 may include a vehicle 110 , a server 120 , a V2X device 130 , and a network 140 .

The vehicle 110 may transmit a road map request to the server 120 to receive a precise road map from the server 120 as a response to the road map request. In addition, the vehicle 110 may periodically receive road condition data from the V2X device 130 .

The vehicle 110 may include the driving path control device 111 of the vehicle, and by the driving path control device 111 of the vehicle, the vehicle 110 may travel on a driving path selected based on a precise road map or road condition data. . Specifically, the driving path control device 111 of the vehicle searches for a plurality of routes corresponding to the departure point and the destination input to the vehicle from the precision road map, and sets the condition (eg, the shortest distance) among the plurality of routes. You can choose a route that you are satisfied with and drive. Thereafter, the driving path control apparatus 111 of the vehicle may determine whether or not traffic congestion occurs in a section within the driving path of the vehicle based on the periodically received road condition data. When it is determined that traffic congestion has occurred in a section within the driving path of the vehicle, and it is confirmed that the traffic congestion affects the vehicle, the vehicle driving path control device 111 may drive the vehicle among a plurality of paths based on road condition data. By re-selecting the route, the vehicle can travel independently of traffic jams.

The server 120 may be, for example, a server of the National Geographic Information Service, and when receiving a road map request from the vehicle 110 , may transmit a precision road map related to the road map request to the vehicle 110 .

The V2X device 130 is, for example, between the vehicle 110 and the road infrastructure (V2I), between the vehicle 110 and another vehicle (V2V), between the vehicle 110 and the network (V2N), between the vehicle 110 and the pedestrian or It may be a device that supports communication between personal terminals (V2P), and may periodically transmit road condition data.

The network 140 may connect the vehicle 110 , the server 120 , and the V2X device 130 .

Such a network 140 is, for example, a wired network such as local area networks (LANs), wide area networks (WANs), metropolitan area networks (MANs), integrated service digital networks (ISDNs), wireless LANs, CDMA, Bluetooth, and satellite. It may encompass a wireless network such as communication, but the scope of the present invention is not limited thereto. In addition, the network 140 may transmit and receive information using short-distance communication and/or long-distance communication. Here, the short-distance communication may include Bluetooth, radio frequency identification (RFID), infrared data association (IrDA), ultra-wideband (UWB), ZigBee, and wireless fidelity (Wi-Fi) technologies. Communication may include code division multiple access (CDMA), frequency division multiple access (FDMA), time division multiple access (TDMA), orthogonal frequency division multiple access (OFDMA), single carrier frequency division multiple access (SC-FDMA) technology. can

Network 140 may include connections of network elements such as hubs, bridges, routers, switches, and gateways. Network 140 may include one or more connected networks, eg, multiple network environments, including public networks such as the Internet and private networks such as secure enterprise private networks. Access to network 140 may be provided via one or more wired or wireless access networks. Furthermore, the network 140 may support an Internet of Things (IoT) network, 3G, 4G, Long Term Evolution (LTE), 5G communication, etc. that exchanges and processes information between distributed components such as things. .

2 is a diagram schematically illustrating a configuration of a driving vehicle to which an apparatus for controlling a driving path of a vehicle according to an embodiment of the present invention is applied.

Referring to FIG. 2 , the vehicle 200 to which the driving path control device is applied includes a communication unit 201 , a control unit 202 , a user interface unit 203 , an object detection unit 204 , a driving operation unit 205 , and a vehicle driving unit ( 206 ), a driving unit 207 , a sensing unit 208 , a storage unit 209 , and a driving path control device 210 of the vehicle may be included.

The vehicle 200 may be switched from the autonomous driving mode to the manual mode or from the manual mode to the autonomous driving mode according to the driving situation. Here, the driving situation may be determined by at least one of information received by the communication unit 201 , external object information detected by the object detection unit 204 , and navigation information acquired by the navigation module.

The vehicle 200 may be switched from the autonomous driving mode to the manual mode or from the manual mode to the autonomous driving mode according to a user input received through the user interface unit 203 .

When the vehicle 200 is operated in the autonomous driving mode, the vehicle 200 may be operated under the control of the operation unit 207 that controls driving, taking out, and parking operations. Meanwhile, when the vehicle 200 is operated in the manual mode, the vehicle 200 may be operated by an input through a mechanical driving operation of a driver.

The communication unit 201 is a module for performing communication with an external device. Here, the external device may be a user terminal, another vehicle, or a server.

The communication unit 201 may perform short range communication, GPS signal reception, V2X communication, optical communication, broadcast transmission/reception, and Intelligent Transport Systems (ITS) communication functions.

The communication unit 201 may form wireless area networks to perform short-range communication between the vehicle 200 and at least one external device.

The communication unit 201 may include a Global Positioning System (GPS) module or a Differential Global Positioning System (DGPS) module for acquiring location information of the vehicle 200 .

The communication unit 201 is a module that supports wireless communication between the vehicle 200 and the server (V2I: Vehicle to Infra), other vehicles (V2V: Vehicle to Vehicle) or pedestrian (V2P: Vehicle to Pedestrian), that is, V2X communication. It can contain modules. The V2X communication module may include an RF circuit capable of implementing protocols for communication with infrastructure (V2I), vehicle-to-vehicle communication (V2V), and communication with pedestrians (V2P).

The communication unit 201 may receive, through the V2X communication module, a risk information broadcast signal transmitted by another vehicle, transmit a risk information query signal, and receive a risk information response signal in response thereto.

The communication unit 201 may implement a vehicle display device together with the user interface unit 203 . In this case, the vehicle display device may be referred to as a telematics device or an AVN (Audio Video Navigation) device.

The control unit 202, ASICs (Application Specific Integrated Circuits), DSPs (Digital Signal Processors), DSPDs (Digital Signal Processing Devices), PLDs (Programmable Logic Devices), FPGAs (Field Programmable Gate Arrays), processors (Processors), the controller (Controllers), micro-controllers (Micro-controllers), microprocessors (Microprocessors), may be implemented using at least one of the electrical unit for performing other functions.

The user interface unit 203 is for communication between the vehicle 200 and the vehicle user, receives the user's input signal, transmits the received input signal to the control unit 202 , and controls the control unit 202 . Accordingly, it is possible to provide the user with information possessed by the vehicle 200 . The user interface unit 203 may include an input module, an internal camera, a biometric detection module, and an output module, but is not limited thereto.

The input module is for receiving information from the user, and the data collected by the input module may be analyzed by the controller 202 and processed as a user's control command.

The input module may receive the destination of the vehicle 200 from the user and provide it to the controller 202 .

The input module may input, to the controller 202 , a signal for designating and deactivating at least one sensor module among a plurality of sensor modules of the object detection unit 204 according to a user input.

The output module is for generating an output related to visual, auditory or tactile sense. The output module may output a sound or an image.

The output module may include at least one of a display module, a sound output module, and a haptic output module.

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

The sound output module may convert the electric signal provided from the controller 202 into an audio signal and output the converted signal.

The haptic output module generates a tactile output. For example, the haptic output module may vibrate a steering wheel, a seat belt, and a seat so that the user can recognize the output.

The object detection unit 204 is for detecting an object located outside the vehicle 200 , may generate object information based on sensing data, and transmit the generated object information to the control unit 202 . In this case, the object may include various objects related to the operation of the vehicle 200 , for example, lanes, other vehicles, pedestrians, two-wheeled vehicles, traffic signals, lights, roads, structures, speed bumps, features, animals, etc. .

The object detection unit 204 includes a plurality of sensor modules, a camera module as a plurality of imaging units, LIDAR (Light Imaging Detection and Ranging), an ultrasonic sensor, RADAR (Radio Detection and Ranging) 1450 and infrared rays. It may include a sensor.

The object detector 204 may sense environmental information around the vehicle 200 through a plurality of sensor modules.

For example, the lidar may include a laser transmitting module and a receiving module.

LiDAR detects an object based on a time of flight (TOF) method or a phase-shift method with a laser light medium, and calculates the position of the detected object, the distance to the detected object, and the relative speed. can be detected.

The lidar may be placed at a suitable location outside of the vehicle to detect an object located in front, rear or side of the vehicle.

In addition, the imaging unit may be located at an appropriate place outside the vehicle, for example, the front, rear, right side mirror, and left side mirror of the vehicle, in order to acquire an image outside the vehicle. The imaging unit may be a mono camera, but is not limited thereto, and may be a stereo camera, an AVM (Around View Monitoring) camera, or a 360 degree camera.

The imaging unit may be disposed adjacent to the front windshield in the interior of the vehicle to acquire an image of the front of the vehicle. Alternatively, the imaging unit may be disposed around the front bumper or the radiator grill.

The imaging unit may provide the acquired image to the control unit 202 .

The control unit 202 may control the overall operation of each module of the object detection unit 204 .

The controller 202 may detect or classify an object by comparing data sensed by the radar, lidar, ultrasonic sensor, and infrared sensor with pre-stored data.

The controller 202 may detect and track the object based on the acquired image. The controller 202 may perform operations such as calculating a distance to an object and calculating a relative speed with respect to an object through an image processing algorithm.

For example, the controller 202 may acquire distance information and relative velocity information from the obtained image based on a change in the size of the object over time.

In addition, the control unit 202 may detect and track the object based on the reflected laser light reflected back by the transmitted laser on the object. The controller 202 may perform operations such as calculating a distance to an object and calculating a relative speed with respect to the object based on the laser light.

The driving operation unit 205 may receive a user input for driving. In the manual mode, the vehicle 200 may be driven based on a signal provided by the driving manipulation unit 205 .

The vehicle driving unit 206 may electrically control driving of various devices in the vehicle 200 . The vehicle driving unit 206 may electrically control driving of a power train, a chassis, a door/window, a safety device, a lamp, and an air conditioner in the vehicle 200 .

The operation unit 207 may control various operations of the vehicle 200 . The driving unit 207 may be operated in an autonomous driving mode.

The driving unit 207 may include a driving module, an un-parking module, and a parking module.

The driving module may perform driving of the vehicle 200 .

The driving module may receive object information from the object detection unit 204 and provide a control signal to the vehicle driving unit 206 to drive the vehicle 200 .

The driving module may receive a signal from an external device through the communication unit 201 and provide a control signal to the vehicle driving unit 206 to drive the vehicle 200 .

The un-parking module may perform un-parking of the vehicle 200 .

The un-parking module may receive navigation information from the navigation module and provide a control signal to the vehicle driving unit 206 to perform un-parking of the vehicle 200 .

The un-parking module may receive object information from the object detection unit 204 and provide a control signal to the vehicle driving unit 206 to un-park the vehicle 200 .

The un-parking module may receive a signal from an external device through the communication unit 201 and provide a control signal to the vehicle driving unit 206 to perform un-parking of the vehicle 200 .

The parking module may perform parking of the vehicle 200 .

The parking module may receive navigation information from the navigation module and provide a control signal to the vehicle driving unit 206 to park the vehicle 200 .

The parking module may receive object information from the object detection unit 204 and provide a control signal to the vehicle driving unit 206 to park the vehicle 200 .

The parking module may receive a signal from an external device through the communication unit 201 and provide a control signal to the vehicle driving unit 206 to park the vehicle 200 .

The navigation module may provide navigation information to the controller 202 . The navigation information may include at least one of map information, set destination information, route information according to destination setting, information on various objects on a route, lane information, and current location information of the vehicle.

The navigation module may provide a parking lot map of the parking lot into which the vehicle 200 has entered to the controller 202 . When the vehicle 200 enters the parking lot, the controller 202 may receive a parking lot map from the navigation module, and project the calculated moving route and fixed identification information onto the provided parking lot map to generate map data.

The navigation module may include a memory. The memory may store navigation information. The navigation information may be updated according to information received through the communication unit 201 . The navigation module may be controlled by a built-in processor and may operate by receiving an external signal, for example, a control signal from the controller 202, but is not limited thereto.

The driving module of the driving unit 207 may receive navigation information from the navigation module and provide a control signal to the vehicle driving unit 206 to drive the vehicle 200 .

The sensing unit 208 senses the state of the vehicle 200 using a sensor mounted on the vehicle 200 , that is, detects a signal related to the state of the vehicle 200 , and according to the sensed signal, the vehicle 200 ) of the movement path information can be obtained. The sensing unit 208 may provide the obtained movement path information to the control unit 202 .

The sensing unit 208 may include an attitude sensor (eg, 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 rotation, vehicle It may include an internal temperature sensor, a vehicle interior humidity sensor, an ultrasonic sensor, an illuminance sensor, an accelerator pedal position sensor, a brake pedal position sensor, and the like.

The sensing unit 208 may include vehicle posture information, vehicle collision information, vehicle direction information, vehicle location information (GPS information), vehicle angle information, vehicle speed information, vehicle acceleration information, vehicle inclination information, vehicle forward/reverse information, and a battery. Acquires sensing signals for information, fuel information, tire information, vehicle lamp information, vehicle interior temperature information, vehicle interior humidity information, steering wheel rotation angle, exterior illumination of the vehicle, pressure applied to the accelerator pedal, and pressure applied to the brake pedal can do.

The sensing unit 208 may generate vehicle state information based on the sensing signal. The vehicle state information may be information generated based on data detected by various sensors provided inside the vehicle (eg, vehicle attitude information, vehicle speed information, vehicle inclination information, etc.).

The storage unit 209 is electrically connected to the control unit 202 . The storage unit 209 may store basic data for each unit of the vehicle accident prevention device, control data for operation control of each unit of the vehicle accident prevention device, and input/output data. The storage unit 209 may be various storage devices such as ROM, RAM, EPROM, flash drive, hard drive, etc. in terms of hardware. The storage unit 209 may store various data for the overall operation of the vehicle 200 , such as a program for processing or control by the controller 202 , in particular, driver tendency information.

The vehicle driving path control device 210 may select a driving path based on at least one of the precision road map received from the server and the road condition data received from the V2X device.

3 is a diagram schematically illustrating a configuration of an apparatus for controlling a driving path of a vehicle according to an embodiment of the present invention.

Referring to FIG. 3 , the apparatus 300 for controlling a driving path of a vehicle according to an embodiment of the present invention may be applied to a vehicle and may include a processor 310 and a memory 320 .

The vehicle may receive the precision road map from the server through an internal communication unit. The precision road map is divided into sections and includes road information through nodes and links. A node refers to a section (node) of the road, and a link refers to a number of lane center points within the section (node). can mean In addition, the precision road map may include, for example, data such as road marks for each section and the presence or absence of speed bumps.

In addition, the vehicle can acquire the surrounding road conditions in real time by periodically receiving road condition data based on V2X (Vehicle to Everything) through an internal communication unit.

Such a vehicle may drive, for example, in a cruise mode or a follow mode according to the control of the vehicle driving path control device 300 . The cruise mode may be a driving mode based on a speed limit of a link (or section) in the precision road map. Also, the follow mode may be a driving mode based on the average speed of other vehicles in the road condition data. The processor 310 included in the driving path control apparatus 300 of the vehicle may control the vehicle in the cruise mode or the follow mode based on a difference between the link speed limit and the average speed of other vehicles. For example, the processor 310 may control the vehicle in the cruise mode when the difference between the link speed limit and the average speed of other vehicles is equal to or greater than a set value, and control the vehicle in the follow mode when the difference is less than the set value.

As another embodiment, the processor 310 calculates the average speed of the speed limit of a certain section in the driving route and the speeds of other vehicles traveling in the arbitrary section, and the speed of the front vehicle located in front of the vehicle among other vehicles. can be checked At this time, the processor 310 controls the vehicle in a cruise mode (trying to overtake according to the speed of the vehicle in front) in which the vehicle is driven according to the speed limit based on the difference between the speed of the vehicle in front and the average speed is equal to or greater than a threshold value, and the Based on the difference being less than the threshold value, it is possible to control to a follow mode in which the vehicle runs following the vehicle in front (driving along the vehicle in front without attempting to overtake). For example, the threshold is 1/4 of the speed limit. 1/5, 1/6, etc. may be variously determined.

On the other hand, the speed limit of any section described above can be obtained from a precision road map stored in a public server, etc., and the average speed of vehicles in a section can be obtained from road condition data obtained through V2X communication.

For example, if the average speed of 20 vehicles in the section to be judged with the speed limit of 100 km/h is 90 km/h and the speed of the vehicle in front is 40 km/h, the vehicle is operated in cruise mode to overtake the vehicle in front. However, if the average speed of 20 vehicles in the same section is 60 km/h, the vehicle can be operated in follow mode even when the speed of the vehicle in front is 40 km/h. The threshold value of the difference between the speed and the average speed of the vehicle ahead selecting the follow mode and the cruise mode may be, for example, 25 km/h when the speed limit is 100 km/h, and this threshold value may be changed according to the speed limit. can For example, the threshold may be set to a quarter of the speed limit. That is, if the average speed of vehicles in the section where the speed limit is 100 km/h is 65 km/h (the speed of the vehicle in front (40 km/h) + the threshold value (25 km/h)), the cruise mode is operated, and the average speed is 65 km/h. If it is less than /h, it can be configured to run in follow mode.

The processor 310 may search for a plurality of routes corresponding to the departure point and the destination input to the vehicle from the precision road map received from the in-vehicle communication unit, and select one route among the plurality of routes as the driving route of the vehicle. At this time, the processor 310 gives a score (or cost) based on the criteria set for each of the plurality of routes, and sets the route to which the lowest score is given among the plurality of routes as the driving route of the vehicle. You can choose. Here, the processor 310 may give a score based on, for example, the length of the link in the route, the type and number of road marks, the number of speed bumps, the number of intersections (traffic lights), and the like.

When it is determined that traffic congestion has occurred in the first section of the driving route of the vehicle based on the road condition data received from the in-vehicle communication unit, the processor 310 determines whether or not the traffic congestion has an effect on the vehicle. By deciding whether to change

In this case, the processor 310 may determine that traffic congestion has occurred when at least one event of a traffic accident, road construction, and vehicle increase is confirmed in the first section in the driving route of the vehicle based on the road condition data. Here, the processor 310 may calculate an expected time for which traffic congestion is maintained based on the type of event (eg, traffic accident, road construction, vehicle increase). In addition, the processor 310 provides additional information (eg, expected end time of the event, the size of the event, the number of vehicles related to the event, the number of people related to the event, progress, etc.), it is possible to calculate the estimated time for which traffic congestion is maintained.

As another example, the processor 310 extracts the speed of other vehicles (eg, a front vehicle, a rear vehicle, a side vehicle) driving in the first section in which the traffic jam occurs from the road condition data, and extracts the speed of the first vehicle from the precision road map. Extract the speed limit of the section, and based on the result of comparing the average speed (average speed of other vehicles) with respect to the speed of other vehicles and the speed limit of the first section, it can be determined that the traffic congestion occurred in the first section have. Specifically, the processor 310 may determine that the traffic congestion has occurred in the first section based on the determination that the difference between the average speed of the other vehicles and the speed limit of the first section is greater than or equal to a set speed. Here, the processor 310 may calculate the expected time for which traffic congestion is maintained based on a change amount of the difference between the average speed of the other vehicles and the speed limit of the first section.

The processor 310 checks whether the traffic congestion has an effect on the vehicle based on the result of comparing the expected time for which the traffic congestion is maintained and the expected entry time point at which the vehicle enters the first section, and the traffic congestion affects the vehicle It may be determined to change the driving route of the vehicle based on it is confirmed that the . That is, the processor 310 may determine that the traffic congestion affects the vehicle based on the confirmation that the time at which the vehicle enters the first section in which the traffic congestion occurs is included in the expected time for maintaining the traffic congestion. .

Here, the processor 310 extracts the speed limit of the second section arranged before entering the first section from the current position of the vehicle among the driving route of the vehicle from the precision road map, and is present in the second section from the road condition data. You can extract the speed of other vehicles. When the vehicle travels in the second section at a speed determined based on at least one of the speed limit of the second section and the average speed for the speeds of other vehicles, the processor 310 determines an expected entry time point at which the vehicle enters the first section. can be calculated. The processor 310 may determine, for example, a speed limit as the speed, an average speed, an average value of a speed limit and an average speed, or an arbitrary speed between the speed limit and the average speed.

At this time, the processor 310 calculates the first weight and the second time for the time taken for driving the second section at the limited speed of the second section and the time taken for driving the second section at the average speed for the speeds of other vehicles, respectively. By assigning a weight, an expected entry time at which the vehicle enters the first section may be calculated. Here, the first weight is determined based on the ratio of the speed limit and the average speed, and the second weight is determined based on the relationship between the first weight and the weight (eg, the sum of the first weight and the second weight is 1). can As another embodiment, the second weight may be determined in proportion to a difference between the speed limit of the second section and the average speed with respect to the speeds of other vehicles.

The processor 310 reselects the driving path of the vehicle based on the determination to change the driving path of the vehicle, thereby minimizing the effect of traffic congestion occurring in the first section of the driving path of the vehicle, and in real-time changing road conditions Allows you to drive on the optimal route.

When reselecting a route, the processor 310 adjusts the score given to each of the plurality of routes (or a plurality of routes re-searched from the precision road map in response to the origin and destination of the current location) based on the road condition data, and , a route given the lowest score among the plurality of routes may be reselected as the driving route of the vehicle.

At this time, the processor 310 predicts the link passage time T _k when driving at the limited speed for each link included in the plurality of paths Path _n and the link passage prediction when driving at the average speed of other vehicles. Time (T _{k_v2x} ) is calculated, and based on this, a score (Cost _n ) may be given (or adjusted) to a plurality of paths as in [Equation 1].

Here, Cost _n is an objective function and means a score for the n-th paths.

는 제n 경로(Path) 내 k번째 Link를 Link의 제한 속도(v_n,k)로 주행할 때의 제k번째 링크의 제1 통과 예상 시간(sec)으로서, 차량이 크루즈 모드로 주행할 때 링크를 통과하는 예상 시간일 수 있다. 여기서, dist_n,k는 정밀 도로 지도에 포함된 제n 경로 내 k번째 Link의 길이(m)이고, v_n,k는 정밀 도로 지도에 포함된 제n 경로 내 k번째 Link의 제한 속도이다.

is the estimated first passage time (sec) of the k-th link when the k-th link in the n-th path is driven at the link's speed limit (v _n,k ), and when the vehicle is driven in cruise mode It can be the estimated time to traverse the link. Here, dist _n,k is the length (m) of the k-th Link in the n-th path included in the precision road map, and v _n,k is This is the speed limit of the k-th link in the n-th path included in the precision road map.

는 제n 경로(Path) 내 k번째 Link를 타 차량의 평균 속도(v_{n,k_v2x})로 주행할 때의 제k번째 링크의 제2 통과 예상 시간(sec)으로서, 차량이 팔로우 모드로 주행할 때 링크를 통과하는 예상 시간일 수 있다. dist_n,k는 정밀 도로 지도에 포함된 제n 경로 내 k번째 Link의 길이(m)이고, v_{n,k_v2x}는 도로상황 데이터에 포함된 제n 경로 내 k번째 Link의 타 차량의 평균 속도이다.

is the estimated second passage time (sec) of the k-th link when the k-th link in the n-th path is driven at the average speed (v _{n,k_v2x} ) of other vehicles. It may be the estimated time to traverse the link when dist _n,k is the length (m) of the k-th Link in the n-th path included in the precision road map, and v _{n,k_v2x} is It is the average speed of other vehicles of the k-th link in the n-th route included in the road condition data.

이다. 여기서, w₁은 제n 경로(Path) 내 k번째 Link를 Link의 제한 속도(v_n,k)로 주행할 때의 제k번째 링크의 제1 통과 예상 시간에 대한 제1 가중치이고, w₂는 제n 경로(Path) 내 k번째 Link를 Link의 타 차량의 평균 속도(v_{n,k_v2x})로 주행할 때의 제k번째 링크의 제2 통과 예상 시간에 대한 제2 가중치이다. 이에 따라, 프로세서(310)는 Link의 제한 속도(v_n,k)와 Link의 타 차량의 평균 속도(v_{n,k_v2x}) 간의 차이가 클수록(차량의 교통정체가 길수록) 제2 통과 예상 시간(실시간 교통정체를 반영한 예상 소요 시간)에 더 큰 가중치를 부여하여 해당 경로에 높은 스코어를 부여할 수 있다.In addition,

to be. Here, w ₁ is the first weight for the estimated first passage time of the k-th link when the k-th link in the n-th path is driven at the speed limit (v _n,k ) of the link, and w ₂ is a second weight for the estimated second transit time of the k-th link when the k-th link in the n-th path is driven at the average speed (v _{n,k_v2x} ) of other vehicles of the link. Accordingly, the processor 310 determines that the greater the difference between the speed limit of Link (v _n,k ) and the average speed of other vehicles of Link (v _{n,k_v2x} ) (the longer the traffic congestion of the vehicle), the greater the expected second passage time ( Estimated travel time reflecting real-time traffic congestion) can be given a higher weight to give a higher score to the route.

(Link_n: Path_n의 링크 수)는 각 경로별 링크의 수에 대한 가중치를 의미한다. 목적지에 도달할 수 있는 n개의 도달가능한 경로들(Path_n) 중 링크의 수가 많다는 것은 그만큼 교차로(신호등), 좌회전, 우회전 등이 많이 포함되어 있다는 것을 의미할 수 있다. 여기서, Link_n은 n번째 경로의 링크 수를 의미하고, ΣLink_n은 경로들 각각의 링크 수를 모두 더한 값이다. 이에 따라,

는 링크의 수가 많을록 경로에 높은 스코어를 부여하기 위한 가중치를 의미할 수 있다.

(Link _n : the number of links in Path _n ) means a weight for the number of links for each path. A large number of links among n reachable paths (Path _n ) that can reach a destination may mean that many intersections (traffic lights), left turns, and right turns are included. Here, Link _n means the number of links of the n-th path, and ΣLink _n is the sum of the number of links of each of the paths. Accordingly,

may mean a weight for giving a high score to a path as the number of links increases.

In an embodiment, the processor 310 determines not to change the driving route of the vehicle based on it is confirmed that the traffic congestion does not affect the vehicle, or the driving route of the vehicle in which the driving route of the reselected vehicle is previously selected Based on the same as , a change inquiry message for the driving route of the vehicle (including the driving time for each route or the expected arrival time) may be output. In this case, the processor 310 controls the driving path of the vehicle based on the response to the change inquiry message, so that the user can drive the desired path.

The memory 320 may be operatively connected to the processor 310 and store at least one code in association with an operation performed by the processor 310 .

In addition, the memory 320 may perform a function of temporarily or permanently storing data processed by the processor 310 . Here, the memory 320 may include magnetic storage media or flash storage media, but the scope of the present invention is not limited thereto. Such memory 320 may include internal memory and/or external memory, and may include volatile memory such as DRAM, SRAM, or SDRAM, one time programmable ROM (OTPROM), PROM, EPROM, EEPROM, mask ROM, flash ROM, NAND flash memory, or non-volatile memory such as NOR flash memory, SSD, compact flash (CF) card, SD card, Micro-SD card, Mini-SD card, Xd card, or flash drive such as a memory stick , or a storage device such as an HDD.

4 is a view for explaining an example of a traffic environment of a vehicle to which a driving path control apparatus according to an embodiment of the present invention is applied.

Referring to FIG. 4 , a vehicle to which the driving path control device is applied may receive road condition data based on, for example, vehicle-to-vehicle communication (V2V) or vehicle-to-infrastructure communication (V2I).

For example, the vehicle may receive information on the accident situation ahead through V2I communication, and may receive behavior information about the vehicle ahead through V2V communication. The in-vehicle driving path control device generates a path other than the driving path, that is, a detour path, based on the information received through V2I communication and V2V communication, and drives the vehicle to the detour path before entering the section where the accident occurred. By doing so, unexpected situations and traffic congestion can be avoided.

5 is a view for explaining an example in which a driving path control apparatus of a vehicle selects a driving path according to an embodiment of the present invention.

Referring to FIG. 5 , an apparatus for controlling a driving path of a vehicle may select a driving path based on, for example, a Dijkstra technique.

Specifically, the driving route control device of the vehicle searches for a plurality of routes corresponding to the origin and destination from the precision road map, and gives a score based on a criterion set for each of the plurality of routes, and the lowest score among the plurality of routes is The assigned route may be selected as the driving route of the vehicle.

Specifically, the driving path control device of the vehicle first displays nodes in the precision road map as, for example, A, B, C, D, and E points, and displays links in the precision road map as trunk lines between points, and each can be given a score. Here, the driving path control apparatus of the vehicle may assign a score based on the length of the link, the type and number of road marks, the number of speed bumps, the number of intersections (traffic lights), and the like.

The apparatus for controlling the driving path of the vehicle may configure each of the plurality of paths as trunk lines between points, and may calculate a sum of scores assigned to each of the trunk lines constituting the path for each path. For example, when the first route includes the point 'A→B→E', the vehicle driving route control device sets Score(A, B)+Score(B, E)=8(4+4) to the first route It can be calculated as the score given to . When the second route includes the 'A→C→D→E' point, the vehicle's driving route control device determines that Score(A, C)+Score(C, D)+Score(D, E)=9(1) +4+4) can be calculated as a score given to the second path. In addition, when the third route includes the 'A→C→B→E' point, the vehicle's driving route control device has Score(A, C)+Score(C, B)+Score(B, E)=11 (1+6+4) can be calculated as the score given to the second route.

In this case, the apparatus for controlling the driving path of the vehicle may select the first path as the driving path of the vehicle according to the lowest score given to the first path among the first to third paths.

6 is a view for explaining an example in which the driving path control apparatus of a vehicle changes a driving path according to an embodiment of the present invention.

Referring to FIG. 6 , the driving path control device of the vehicle is based on the road condition data received in the vehicle through V2X among a plurality of routes searched in advance from the precision road map or a plurality of routes updated based on the current location of the vehicle. It is possible to reselect one route and change the driving route to the reselected route.

In this case, the apparatus for controlling the driving path of the vehicle may adjust the score assigned to each of the plurality of paths based on the road condition data, and reselect the path given the lowest score among the plurality of paths as the driving path of the vehicle. For example, the driving path control device of the vehicle adjusts the score given to the link between points constituting each of the plurality of paths based on the road condition data, so that the first path including the 'A→B→E' point is assigned. As the calculated score, Score(A, B)+Score(B, E)=16(10+6) can be calculated. The driving path control device of the vehicle is a score given to the second path including the 'A→C→D→E' point, Score(A, C)+Score(C, D)+Score(D, E)= 11(1+5+5) can be calculated. In addition, the driving route control device of the vehicle is a score given to the third route including the 'A→C→B→E' point, Score(A, C)+Score(C, B)+Score(B, E) )=15(1+8+6).

In this case, the apparatus for controlling the driving path of the vehicle may select the second path as the driving path of the vehicle according to the lowest score given to the second path among the first to third paths.

FIG. 7 is a view for explaining an example of confirming whether or not traffic congestion affects a vehicle in the apparatus for controlling a driving route of a vehicle according to an embodiment of the present invention.

Referring to FIG. 7 , the driving path control apparatus of the vehicle may drive the vehicle 710 on a first path selected from among a plurality of paths by satisfying a set condition. Here, the first path may include a first link 711 , a second link 712 , and a third link 713 .

The device for controlling the driving path of the vehicle is based on the surrounding road condition data received while the vehicle 710 is traveling on the first path, and the vehicle 710 has a traffic jam (eg, a traffic accident) in the first section within the driving path. is determined to have occurred, it is possible to check whether the traffic congestion has an effect on the vehicle 710 , and change the driving route of the vehicle 710 based on it is determined that the traffic congestion affects the vehicle 710 .

At this time, the driving path control device of the vehicle calculates the expected time for which the traffic congestion is maintained and the expected entry time at which the vehicle 710 enters the first section in which the traffic jam occurs, and the expected entry time is the expected time for maintaining the traffic congestion. It can be confirmed that the traffic congestion affects the vehicle 710 based on the confirmation that it is included in the time.

In order to calculate the expected entry time, first, the driving path control device of the vehicle is disposed from the current position of the vehicle 710 in the driving path of the vehicle 710 from the precision road map until entering the first section 720 . The speed limit of the section 730 may be extracted, and the speed of other vehicles (not shown) existing in the second section 730 may be extracted from the road condition data. Here, the first section 720 may be an area (a section smaller than one link) in which traffic congestion occurs, but is not limited thereto, and one link (second link 712) including an area in which traffic congestion occurs. may be the area of In addition, the second section 730 may be an area from the current location of the vehicle to before the first section 720, but is not limited thereto, and a link (second link 712) including an area in which traffic congestion occurs. It may be an area of a previously placed link (first link 711 ). That is, the first section 720 and the second section 730 may be divided into regions corresponding to links in the precision road map.

When the vehicle 710 travels in the second section 730 at a speed determined based on at least one of the speed limit of the second section 730 and the average speed for the speeds of other vehicles, An expected entry time point at which the vehicle 710 enters the first section 720 may be calculated. At this time, the driving path control device of the vehicle may drive the second section 730 at an average speed for the time taken for driving the second section 730 at the limited speed of the second section 730 and the speed of other vehicles. By assigning a first weight and a second weight to each time taken, an expected entry time at which the vehicle enters the first section 720 may be calculated. Here, the first weight is determined based on the ratio of the speed limit and the average speed, and the second weight is determined based on the relationship between the first weight and the weight (eg, the sum of the first weight and the second weight is 1). can

Specifically, the driving path control apparatus of the vehicle uses [Equation 2] to determine the speed of the vehicle 710 based on at least one of the speed limit of the second section 730 and the average speed with respect to the speeds of other vehicles. When driving in the second section 730, the vehicle 710 calculates the driving time t required to pass the second section 730, and calculates the expected entry time based on the current time and the driving time. can

Here, m may be a link immediately before a link including the first section among Link _n . For example, when the link including the first section is the fourth link, m may be the number 3 indicating the third link.

는 주행 경로 내 제2 구간의 k번째 Link를 Link의 제한 속도(v_k)로 주행할 때의 제k번째 링크의 제1 통과 예상 시간(sec)이다. 한편, 여기서는 첫 번째 링크(k=1)를 현재 주행 차량의 위치에서 계산한 주행해야 할 첫 번째 링크로 설정하였다. 여기서, dist_k는 정밀 도로 지도에 포함된 주행 경로 내 제2 구간의 k번째 Link의 길이(m)이고, v_k는 정밀 도로 지도에 포함된 주행 경로 내 제2 구간의 k번째 Link의 제한 속도이다.

is the estimated first passage time (sec) of the k-th link when the k-th link of the second section in the travel route is driven at the link speed limit (v _k ). Meanwhile, here, the first link (k=1) is set as the first link to be driven calculated from the location of the current driving vehicle. Here, dist _k is the length (m) of the k-th Link of the second section in the driving route included in the precision road map, and v _k is This is the speed limit of the k-th link in the second section of the driving route included in the precision road map.

는 주행 경로 내 제2 구간의 k번째 Link를 타 차량의 평균 속도(v_{k_v2x})로 주행할 때의 제k번째 링크의 제2 통과 예상 시간(sec)이다. 여기서도, 첫 번째 링크(k=1)를 현재 주행 차량의 위치에서 계산한 주행해야 할 첫 번째 링크로 설정하였다. dist_k는 정밀 도로 지도에 포함된 주행 경로 내 제2 구간의 k번째 Link의 길이(m)이고, v_{k_v2x}는 도로상황 데이터에 포함된 주행 경로 내 제2 구간의 k번째 Link의 타 차량의 평균 속도이다.

is the estimated second passage time (sec) of the k-th link when the k-th link of the second section in the driving route is driven at the average speed (v _{k_v2x} ) of other vehicles. Here too, the first link (k=1) is set as the first link to be driven calculated from the location of the current driving vehicle. dist _k is the length (m) of the k-th link of the second section in the driving route included in the precision road map, and v _{k_v2x} is It is the average speed of other vehicles in the k-th link of the second section of the driving route included in the road condition data.

이다. 여기서, w₁은 주행 경로 내 제2 구간의 k번째 Link를 Link의 제한 속도(v_k)로 주행할 때의 제k번째 링크의 제1 통과 예상 시간에 대한 제1 가중치이고, w₂는 주행 경로 내 제2 구간의 k번째 Link를 Link의 타 차량의 평균 속도(v_{k_v2x})로 주행할 때의 제k번째 링크의 제2 링크 통과 예상 시간에 대한 제2 가중치이다.In addition,

to be. Here, w ₁ is the first weight for the estimated first passage time of the k-th link when the k-th link of the second section in the driving route is driven at the speed limit (v _k ) of the link, and w ₂ is the driving It is a second weight for the estimated time of passing the second link of the k-th link when the k-th link of the second section in the route is driven at the average speed (v _{k_v2x} ) of other vehicles of the link.

The apparatus for controlling the driving route of the vehicle may determine that the traffic congestion affects the vehicle 710 based on it being confirmed that the expected entry time is included in the expected time for maintaining the traffic congestion.

As the driving path control device of the vehicle confirms that the traffic congestion affects the vehicle 710, it satisfies the set condition and drives the vehicle 710 on the second path selected from among a plurality of paths, thereby detouring to the optimal path. traffic congestion can be avoided. Here, the second path may include a first link 711 , a fourth link 714 , a fifth link 715 , a sixth link 716 , and a third link 713 . Here, the first to sixth links 711 to 716 may include one or more links, respectively.

8 is a flowchart illustrating a method for controlling a driving path of a vehicle according to an embodiment of the present invention. Here, the driving path control method of the vehicle may be implemented by the driving path control apparatus of the vehicle.

The vehicle may receive a precision road map from the server, and periodically receive road condition data from nearby V2X devices. When the vehicle is driving, the device for controlling the driving route of the vehicle operates the vehicle in a cruise mode that is driven based on the speed limit of a link (or section) in the precision road map or a follow mode that drives based on the average speed of other vehicles in road condition data. can be controlled For example, the driving path control device of the vehicle determines the average speed of the speed limit of a certain section in the driving route and the speeds of other vehicles traveling in the arbitrary section, and the speed of a front vehicle located in front of the vehicle among other vehicles. can be checked At this time, the driving path control device of the vehicle controls the vehicle to the cruise mode in which the vehicle travels at the limited speed based on the difference between the speed of the front vehicle and the average speed being equal to or greater than the threshold, and based on the difference being less than the threshold, The vehicle can be controlled in follow mode, which runs at an average speed.

Referring to FIG. 8 , in step S810 , the driving path control apparatus of the vehicle may select a driving path of the vehicle. In this case, the apparatus for controlling the driving route of the vehicle may search for a plurality of routes corresponding to the departure point and the destination inputted by the in-vehicle input unit from the precision road map received from the server in the in-vehicle communication unit. The apparatus for controlling the driving path of the vehicle may assign a score to each of the plurality of paths based on a set criterion, and may select a path to which the lowest score is given among the plurality of paths as the driving path of the vehicle. In this case, the driving path control apparatus of the vehicle may assign a score based on, for example, the length of the link in the path, the type and number of road marks, the number of speed bumps, the number of intersections (traffic lights), and the like.

In step S820, the device for controlling the driving path of the vehicle may determine whether traffic congestion has occurred in the first section of the driving path of the vehicle, based on the road condition data received from the in-vehicle communication unit. Here, the road condition data may be received from the V2X device based on V2X (Vehicle to Everything).

At this time, when at least one event of a traffic accident, road construction, and vehicle increase is confirmed in the first section in the driving path of the vehicle based on the road condition data, the driving path control device of the vehicle may determine that traffic congestion has occurred. have.

As another example, the driving path control device of the vehicle extracts the speeds of other vehicles traveling in the first section where the traffic jam occurs from the road condition data, extracts the speed limit of the first section from the precision road map, and Based on the result of comparing the average speed with respect to the speed and the speed limit of the first section, it may be determined that the traffic congestion occurred in the first section.

If it is determined that traffic congestion has occurred in the first section of the driving path of the vehicle, in step S830, the driving path control apparatus of the vehicle may determine whether the traffic congestion has an effect on the vehicle.

Specifically, the driving route control device of the vehicle may determine whether the traffic congestion has an effect on the vehicle based on a result of comparing the expected time for which the traffic congestion is maintained and the expected entry time point at which the vehicle enters the first section. . That is, the driving route control device of the vehicle determines that the traffic congestion affects the vehicle based on the confirmation that the time when the vehicle enters the first section in which the traffic congestion occurs is included in the expected time for maintaining the traffic congestion. can

In this case, the driving path control device of the vehicle calculates the expected time for which traffic congestion is maintained based on the type of event (eg, traffic accident, road construction, vehicle increase), or calculates the average speed for the speed of other vehicles and the first It is possible to calculate the estimated time for which traffic congestion is maintained based on the amount of change in the speed limit difference in the section. Here, the vehicle driving path control device provides additional information about the event extracted from road condition data along with the type of event (eg, expected end time of the event, the size of the event, the number of vehicles related to the event, the number of people related to the event, Further based on the progress of the event, etc.), it is possible to calculate the estimated time for which traffic congestion is maintained.

In addition, the driving path control device of the vehicle extracts the speed limit of the second section arranged from the current location of the vehicle in the driving path of the vehicle before entering the first section from the precision road map, and in the second section from the road condition data. extract the speed of other vehicles present, and enter the first section when the vehicle travels in the second section at a speed determined based on at least one of the speed limit of the second section and the average speed of the other vehicles The expected entry time can be calculated. At this time, the driving path control apparatus of the vehicle calculates the first weight and the time taken for driving the second section at the average speed for the speed of other vehicles and the time taken for driving the second section at the limited speed of the second section, respectively. By giving the second weight, an expected entry time point at which the vehicle enters the first section may be calculated. Here, the first weight is determined based on the ratio of the speed limit and the average speed, and the second weight is determined based on the relationship between the first weight and the weight (eg, the sum of the first weight and the second weight is 1). can

In step S840 , if it is determined that the vehicle is affected by the traffic jam, the apparatus for controlling the driving path of the vehicle may determine to change the driving path of the vehicle.

In operation S850 , the apparatus for controlling the driving path of the vehicle may reselect the driving path of the vehicle based on the determination to change the driving path of the vehicle.

At this time, the driving path control device of the vehicle adjusts the score given to each of the plurality of routes (or the plurality of routes re-searched from the precision road map in correspondence to the departure and destination of the current location) based on the road condition data, By reselecting the route to which the lowest score is given among the routes of

The driving path control apparatus of the vehicle determines not to change the driving path of the vehicle based on it is confirmed that the traffic jam does not affect the vehicle, or the driving path of the vehicle in which the driving path of the reselected vehicle is previously selected Based on the same as , a change inquiry message for the driving path of the vehicle may be output, and the driving path of the vehicle may be controlled based on a response to the change inquiry message.

In the specification of the present invention (especially in the claims), the use of the term "above" and similar referential terms may be used in both the singular and the plural. In addition, when a range is described in the present invention, each individual value constituting the range is described in the detailed description of the invention as including the invention to which individual values belonging to the range are applied (unless there is a description to the contrary). same as

The steps constituting the method according to the present invention may be performed in an appropriate order, unless the order is explicitly stated or there is no description to the contrary. The present invention is not necessarily limited to the order in which the steps are described. The use of all examples or exemplary terms (eg, etc.) in the present invention is merely for the purpose of describing the present invention in detail, and the scope of the present invention is limited by the examples or exemplary terms unless defined by the claims. it's not going to be In addition, those skilled in the art will appreciate that various modifications, combinations, and changes may be made in accordance with design conditions and factors within the scope of the appended claims or their equivalents.

Therefore, the spirit of the present invention should not be limited to the above-described embodiments, and the scope of the spirit of the present invention is not limited to the scope of the scope of the present invention. will be said to belong to

100: system
110: vehicle
120: server
130: V2X device
140: network

Claims (20)

A device for controlling a driving path of a vehicle, comprising:
processor; and
a memory operatively coupled to the processor and storing at least one code executed by the processor;
When the memory is executed through the processor, when the processor determines that traffic congestion has occurred in the first section in the driving route of the vehicle based on the road condition data received from the communication unit in the vehicle, the determining whether to change the travel route of the vehicle based on whether or not traffic congestion is affected, and storing a code causing the vehicle to reselect the travel route based on the determination to change the travel route of the vehicle;
The memory causes the processor to
From the precision road map received from the in-vehicle communication unit, the speed limit of the second section arranged before entering the first section from the current position of the vehicle among the driving routes of the vehicle is extracted, and the second section is obtained from the road condition data. Extracting the speed of other vehicles existing in section 2,
When the vehicle travels in the second section at a speed determined based on at least one of the speed limit and the average speed for the speeds of other vehicles, an expected entry time point at which the vehicle enters the first section and the traffic congestion are maintained Based on the result of comparing the expected time to be further stored, a code causing to check whether the effect of the traffic jam on the vehicle,
The memory causes the processor to
The expected entry time is calculated by giving a first weight and a second weight to a time taken for driving the second section at the limited speed and a time taken for driving the second section at the average speed, respectively, and a code causing the first weight to be determined based on a ratio of the speed limit and the average speed;
The vehicle's driving path control device. delete delete According to claim 1,
The memory causes the processor to
Searching for a plurality of routes corresponding to the origin and destination input by the in-vehicle input unit from the precision road map received from the in-vehicle communication unit, and giving a score based on criteria set for each of the plurality of routes, , further storing a code causing to select the lowest-scored route among the plurality of routes as the driving route of the vehicle,
The vehicle's driving path control device. 5. The method of claim 4,
The memory causes the processor to
When it is determined to change the driving route of the vehicle,
adjusting a score assigned to each of the plurality of routes based on the road condition data, and storing a code causing reselection of a route given a lowest score among the plurality of routes as the driving route of the vehicle;
The vehicle's driving path control device. According to claim 1,
The road condition data is based on V2X (Vehicle to Everything),
The memory causes the processor to
When at least one event of a traffic accident, road construction, and vehicle increase is confirmed in the first section in the driving route of the vehicle based on the road condition data, storing a code causing it to be determined that the traffic jam has occurred,
The vehicle's driving path control device. 7. The method of claim 6,
The memory causes the processor to
Calculate the expected time for which the traffic congestion is maintained based on the type of the event, and based on the result of comparing the expected time and the expected entry time at which the vehicle enters the first section, the traffic for the vehicle and storing a code causing the vehicle to determine whether the traffic congestion is affected and to determine to change the travel route of the vehicle based on the determination that the traffic congestion is affecting the vehicle,
The vehicle's driving path control device. 8. The method of claim 7,
The memory causes the processor to
Storing a code causing the vehicle to be confirmed that the traffic congestion affects the vehicle based on it is confirmed that the expected entry time at which the vehicle enters the first section is included in the expected time,
The vehicle's driving path control device. According to claim 1,
The memory causes the processor to
Extracting the speed of other vehicles driving in the first section in which the traffic jam occurs from the road condition data, extracting the speed limit of the first section from the precision road map received from the in-vehicle communication unit, and the other vehicle Storing a code that causes it to be determined that the traffic jam has occurred in the first section based on a result of comparing the average speed with respect to the speeds of the first section and the speed limit of the first section,
The vehicle's driving path control device. A device for controlling a driving path of a vehicle, comprising:
processor; and
a memory operatively coupled to the processor and storing at least one code executed by the processor;
When the memory is executed through the processor, when the processor determines that traffic congestion has occurred in the first section in the driving route of the vehicle based on the road condition data received from the communication unit in the vehicle, the determining whether to change the driving route of the vehicle based on whether or not traffic congestion is affected, and storing a code for causing reselection of the driving route of the vehicle based on the determination of changing the driving route of the vehicle;
The memory causes the processor to
Checking the speed limit of any section in the driving route, and the average speed of other vehicles traveling in the arbitrary section,
Based on a difference between the average speed and the speed of a front vehicle positioned in front of the vehicle among the other vehicles is equal to or greater than a threshold value, the vehicle is controlled in a cruise mode in which the vehicle is driven according to the speed limit, and the difference is controlling the vehicle to follow mode following the vehicle ahead based on being less than a threshold, further storing a code causing the threshold to be determined based on the speed limit;
The vehicle's driving path control device. A method of controlling a driving path of a vehicle, comprising:
If it is determined based on the road condition data received from the in-vehicle communication unit that traffic congestion has occurred in the first section of the driving route of the vehicle, the driving route of the vehicle is based on whether the traffic congestion has an effect on the vehicle determining whether to change and
based on it being determined to change the travel route of the vehicle, reselecting the travel route of the vehicle;
The step of determining whether to change the driving route of the vehicle based on the influence of the traffic jam,
From the precision road map received from the in-vehicle communication unit, the speed limit of the second section arranged from the current position of the vehicle to the first section is extracted from the driving route of the vehicle, and the second section from the road condition data extracting the speeds of other vehicles existing in the second section; and
When the vehicle travels in the second section at a speed determined based on at least one of the speed limit and the average speed for the speeds of other vehicles, the expected entry time point at which the vehicle enters the first section and the traffic congestion are maintained Based on the result of comparing the expected time to be, comprising the step of checking whether the effect of the traffic jam on the vehicle,
The step of confirming whether the traffic congestion has an effect on the vehicle,
Calculating the expected entry time by giving a first weight and a second weight to a time taken for driving the second section at the limited speed and a time taken for driving the second section at the average speed, respectively including,
The first weight is determined based on a ratio of the speed limit and the average speed,
A method of controlling the driving path of a vehicle. delete delete 12. The method of claim 11,
retrieving a plurality of routes corresponding to the origin and destination inputted by the in-vehicle input unit from the precision road map received from the in-vehicle communication unit; and
The method further comprising: assigning a score to each of the plurality of routes based on a set criterion, and selecting a route to which a lowest score is given from among the plurality of routes as the driving route of the vehicle,
A method of controlling the driving path of a vehicle. 15. The method of claim 14,
The step of reselecting the driving route of the vehicle comprises:
When it is determined to change the driving route of the vehicle,
Adjusting the score given to each of the plurality of routes based on the road condition data, and reselecting the route given the lowest score among the plurality of routes as the driving route of the vehicle,
A method of controlling the driving path of a vehicle. 12. The method of claim 11,
The road condition data is based on V2X (Vehicle to Everything),
The driving path control method of the vehicle,
When at least one event of a traffic accident, road construction, and vehicle increase is confirmed in a first section in the driving route of the vehicle based on the road condition data, further comprising the step of determining that the traffic jam has occurred,
A method of controlling the driving path of a vehicle. 17. The method of claim 16,
The step of determining whether to change the driving route of the vehicle based on the influence of the traffic jam,
Calculate the expected time for which the traffic congestion is maintained based on the type of the event, and based on the result of comparing the expected time and the expected entry time at which the vehicle enters the first section, the traffic for the vehicle checking whether there is an influence of stagnation; and
determining to change the driving route of the vehicle based on it being determined that the traffic jam affects the vehicle,
A method of controlling the driving path of a vehicle. 18. The method of claim 17,
The step of confirming whether the traffic congestion has an effect on the vehicle,
Comprising the step of confirming that the traffic congestion affects the vehicle based on it is confirmed that the expected entry time at which the vehicle enters the first section is included in the expected time,
A method of controlling the driving path of a vehicle. 12. The method of claim 11,
extracting the speeds of other vehicles traveling in the first section in which the traffic jam occurs from the road condition data, and extracting the speed limit of the first section from the precision road map received from the in-vehicle communication unit; and
Based on a result of comparing the average speed with respect to the speeds of the other vehicles and the speed limit of the first section, further comprising the step of determining that the traffic jam occurred in the first section,
A method of controlling the driving path of a vehicle. A method of controlling a driving path of a vehicle, comprising:
If it is determined based on the road condition data received from the in-vehicle communication unit that traffic congestion has occurred in the first section of the driving route of the vehicle, the driving route of the vehicle is based on whether the traffic congestion has an effect on the vehicle determining whether to change and
Based on the determination to change the driving path of the vehicle, comprising the step of reselecting the driving path of the vehicle, The driving path control method of the vehicle,
checking an average speed for a speed limit of a certain section in the driving route, an average speed of other vehicles traveling in the arbitrary section, and a speed of a front vehicle located in front of the vehicle among the other vehicles; and
Based on the difference between the speed of the front vehicle and the average speed being equal to or greater than a threshold value, controlling the vehicle to a cruise mode in which the vehicle travels according to the speed limit, and based on the difference being less than the threshold value, the vehicle is set to the Further comprising the step of controlling to follow mode driving according to the vehicle in front,
The threshold is determined based on the speed limit,
A method of controlling the driving path of a vehicle.

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