KR102473907B1 - Vehicle speed control system and method for correction of spatial instability of steering - Google Patents

Abstract

The present invention provides a vehicle speed control system and method for compensating for steering instability capable of improving driving stability of a vehicle by compensating for an unstable steering ability of an inexperienced driver. A vehicle speed control system for compensating for steering instability according to the present invention for this purpose includes: a road recognition unit recognizing a road condition currently being driven through road information provided from a navigation system; a driving state determining unit that calculates a steering deflection prediction probability using the steering angle detected from the steering angle sensor and the number of times of steering reversal; a path deviation prediction unit that predicts deviation from a driving path based on the current steering angle detected by the steering angle sensor and the steering bias prediction probability calculated by the driving state determination unit; and a shift request processing unit requesting a shift for limiting the speed of the vehicle when deviation from the driving path of the vehicle is predicted from the path deviation prediction unit.

Description

Vehicle speed control system and method for correction of spatial instability of steering}

The present invention relates to a system and method capable of controlling the speed of a vehicle when deviation from a driving route is predicted, and more particularly, to a system and method for improving the driving stability of a vehicle by compensating for an unstable steering ability of an inexperienced driver. It relates to a vehicle speed control system and method for compensating for steering instability.

2. Description of the Related Art [0002] With recent technological advancements, the installation of ADAS (Advanced Driver Assistance System) systems assisting driver's driving is increasing. ADAS includes technologies such as FCWS (Forward Collision Warning System), which warns in the event of a forward collision situation, and Lane Departure Warning System (LDWS), which warns in the event of a lane departure situation.

Among them, the Lane Departure Warning System (LDWS), which warns the driver in the event that the vehicle departs from its lane while driving, is installed on the front of the vehicle and includes a camera that detects road images, a motor operated by control signals, and its Consisting of a power transmission device, a camera angle control unit that adjusts the incident angle of an image of a camera, a rotation angle detection unit that detects a rotation angle of a vehicle, an alarm signal generator that generates an alarm sound indicating that the vehicle is out of its lane, and these It is configured to include a control unit for controlling.

The conventional lane departure warning device analyzes the road image obtained through the camera while the vehicle is driving through the above configuration to detect the lane, generates an alarm signal when the vehicle leaves the lane, calls the driver's attention, and rotates When it is determined that the vehicle is driving on a curved road by analyzing signals applied from each detection unit, lane departure can be effectively monitored even while the vehicle is driving on a curved road by adjusting the incident angle of the camera image through the camera angle control unit.

However, in the case of the conventional lane departure warning system, the lane departure of the road is recognized through a camera installed outside the vehicle, and when the vehicle departs from it, the driver is warned through an alarm means or the steering torque of the vehicle is controlled to control the speed of the vehicle. It was common to control lane departure, but such a conventional lane departure warning device captures road images through a camera mounted on the outside of the vehicle to determine whether or not the vehicle is departing from the lane, so the camera cannot be used, such as a camera malfunction. , since it is not possible to check whether the vehicle is out of the lane through the camera, it does not help the vehicle to drive safely, and may give a driver a sense of rejection when the vehicle departs from the lane and the steering torque control is forcibly performed. In addition, in the case of drivers with unstable steering ability, such as beginners, elderly people, and first-time drivers, steering bias in which steering is biased in one direction may occur, which may cause a vehicle to deviate from the driving path and collide. Therefore, it is necessary to devise countermeasures that can compensate for the driver's steering instability.

Republic of Korea Patent Publication No. 2012-0045134 (2012.05.09)

The technical problem to be solved by the present invention is to compensate for the unsafe steering ability of the driver by predicting the steering bias of an inexperienced driver and the possibility of the vehicle deviating from the driving path accordingly and limiting the vehicle speed. An object of the present invention is to provide a vehicle speed control system and method for compensating for steering instability capable of preventing safety accidents due to departure.

A vehicle speed control system for compensating for steering instability according to the present invention for solving the above technical problems includes a road recognizer for recognizing a road condition currently being driven through road information provided from a navigation system; a driving state determining unit that calculates a steering deflection prediction probability using the steering angle detected from the steering angle sensor and the number of times of steering reversal; a path deviation prediction unit that predicts deviation from a driving path based on the current steering angle detected by the steering angle sensor and the steering bias prediction probability calculated by the driving state determination unit; and a shift request processing unit requesting a shift for limiting the speed of the vehicle when deviation from the driving path of the vehicle is predicted from the path deviation prediction unit.

Here, the shift request processing unit may request a shift limiting the speed of the vehicle by offsetting an existing shift curve when deviation from the driving path of the vehicle is predicted.

In this case, the shift request processing unit may request a down shift from the current driving gear range or request prohibition of an up shift when deviation from the driving path of the vehicle is predicted.

In this case, the road recognition unit and the driving state determination unit may be operated within an electronic control unit (ECU) of the vehicle.

Also, the path deviation prediction unit and the shift request processing unit may be operated within a transmission control unit (TCU) of the vehicle.

Here, the vehicle speed control system of the present invention may further include a head-up display (HUD) that visually displays the deviation from the driving route of the vehicle to the driver when deviation from the driving route is predicted from the route deviation prediction unit.

At this time, the HUD may simultaneously display the width of the road currently driving and the maximum left and right steering angles.

Meanwhile, a vehicle speed control method for compensating for steering instability according to the present invention includes the steps of (a) acquiring a reference steering angle while the vehicle is stopped; (b) determining whether the vehicle has entered a straight road by receiving information on the road currently being driven from the navigation system; (c) if it is confirmed that the vehicle enters the straight road, determining whether or not a set steering condition for predicting deviation from the driving path of the vehicle is satisfied; (d) when it is confirmed that the set steering condition is satisfied, requesting a shift for limiting the speed of the vehicle; may be configured to include.

Here, the step (c) includes the step (c-1) of determining whether a set first steering condition is satisfied when it is confirmed from the step (b) that the vehicle has entered a straight road; It may include a step (c-2) of determining whether the second steering condition is satisfied when it is confirmed that the first steering condition is satisfied from the step (c-1).

At this time, if it is determined that the first steering condition is satisfied in step (c-1), the possibility of deviation from the driving route of the vehicle is determined by the driver through the head-up display (HUD) before entering step (c-2). It may further include a step (c-3) of visually displaying to.

In addition, in step (c-3), the number of times of steering reversal and the predicted probability of steering deflection may be updated.

And, in the step (d), when the second steering condition from the step (c-1) is satisfied, requesting prohibition of down shift of the vehicle and simultaneously warning the driver of deviation from the driving route through the HUD ( d-1) may be further included.

In this case, the step (d-2) of determining whether a down shift condition is satisfied after the step (d-1) is further included, and the down shift condition is satisfied from the step (d-2). If necessary, a control signal may be transmitted to the TCU to perform lower shift control.

And, the first steering condition of step (c-1) is |current steering angle-previous steering angle| It may be a condition that simultaneously satisfies that > the first set value and the number of times satisfying the second set value > the second set value.

In addition, the second steering condition of step (c-2) is MAX(P(S1), P(S2), P(S3)) > third set value, current steering angle > fourth set value, Timer > second 5 set values (here, S1 to S3 are steering angle sections, P is probability, and Timer is seconds) may be satisfied at the same time.

According to the vehicle speed control system and method for compensating for driver's steering instability according to the present invention, the controller learns the steering bias according to steering wheel manipulation of a driver whose steering ability is unstable due to inexperienced driving, and the vehicle deviates from the driving path accordingly. By predicting the possibility, if the vehicle is expected to deviate from the driving path due to the driver's excessive driving bias, the upshift is prohibited, and an offset is applied to the existing shift pattern to induce a downshift. By limiting the speed below a certain level, it is possible to compensate for the driver's unstable steering ability and to prevent safety accidents due to deviation from the driving path of the vehicle in advance.

In particular, since the driver's steering bias can be learned and future lane or driving section deviation can be predicted based on this, the possibility of the vehicle's lane or driving section deviation can be predicted without a camera even in a situation where the lane on the road is unclear, and the lane departure time Unlike existing technologies that stop at providing a warning to the driver, it has the advantage of reducing the vehicle speed in advance to increase the rate of deviation from the driving path and to relieve the driver's driving instability caused by frequent steering.

1 is a block diagram showing the main configuration of a vehicle speed control system for compensating for steering instability according to the present invention;
2 is a conceptual diagram illustrating a process of learning a driver's steering bias in a driving identification section while a vehicle is driving;
FIG. 3 exemplifies a process of controlling shifting of a vehicle by estimating the driver's driving habit in a route deviation prediction and control section based on the updated probability in the driving identification section after the driver's driving state identification is completed in the driving identification section. one concept.
FIG. 4 is an exemplary diagram showing an example of a warning display displayed on a HUD according to a probability of deviation from a route when deviation from a driving route of a vehicle is predicted in the route deviation prediction and control section of FIG. 3;
5 is a flowchart illustrating a vehicle speed control method for steering instability compensation according to the present invention.
6 is a table illustrating probability (P), number of times (Z), and timer values for each steering angle section in the second steering condition of FIG. 5;
7 is a shift diagram graph showing how an offset is applied from an existing shift pattern when a lower shift condition is satisfied;

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily carry out the present invention.

However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. In addition, parts marked with the same reference numerals throughout the detailed description indicate the same components.

Hereinafter, a vehicle speed control system and control method for compensating for steering instability according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

The present invention is a system for controlling shifting of a vehicle in order to prevent the vehicle from departing from a driving section due to the driver's steering bias when a driver with poor steering ability drives the vehicle. It is an invention proposed for the purpose of preventing human accidents that may occur when the vehicle is deviating from the driving route in an unexpected situation.

That is, the present invention can compensate for the driver's unstable steering ability and prevent the vehicle from departing from the driving path by limiting the speed of the vehicle by predicting the steering bias of an inexperienced driver and the vehicle's departure from the driving path due to this. It is to provide a shift control system for a vehicle.

1 is a block diagram showing the main configuration of a vehicle speed control system for steering instability compensation according to the present invention.

Referring to FIG. 1 , a vehicle speed control system 100 for compensating for steering instability according to the present invention receives road type information while driving a vehicle, receives steering angle information detected according to a driver's steering wheel manipulation, and controls each steering wheel. An ECU (Electronic Control Unit) 110 that predicts and processes the driver's steering bias by calculating it with probability for each section, and receives the information calculated by the ECU 110 through CAN communication in the vehicle to command the shift control of the vehicle and a TCU (Transmission Control Unit) 120.

In the ECU 110, the road recognition unit 112 recognizes the type of road currently being driven through the road information provided from the navigation 102, and the steering angle detected from the steering angle sensor 104 and the number of times of steering reversal are counted so that the driver A driving state determination unit 114 for calculating and predicting the steering deflection of the with probability is provided.

Further, in the TCU 120, a path deviation prediction unit for predicting deviation from the driving path of the vehicle based on the steering angle detected from the steering angle sensor 104 and the predicted probability of the driver's steering bias calculated by the driving state determination unit 114 ( 122), and a shift request processing unit 124 requesting a shift for limiting the speed of the vehicle when deviation from the driving path of the vehicle is predicted from the path deviation prediction unit 122.

In addition, the vehicle speed control system 100 of the present invention is provided with a head-up display (HUD) 130 that visually displays it to the driver when deviation from the driving route of the vehicle is predicted from the route deviation prediction unit 122. .

The vehicle-mounted navigation (Navigation) 102 provides the road type currently being driven to the road recognizing unit 112, and the road recognizing unit 112 uses the road information provided from the navigation 102 to indicate that the vehicle is currently driving. Determine whether the road type is a straight or curved road.

Meanwhile, the steering angle sensor 104 detects the steering angle when the driver manipulates the steering wheel and provides the detected steering angle to the driving state determining unit 114 . In addition, the driving state determination unit 114 determines the steering angle and the number of steering reversals (including left and right steering) through the steering angle sensor 104 based on the current road shape information determined by the road recognition unit 112 and the current steering wheel manipulation amount of the driver. ) is detected, recorded and stored, and based on this information, the driver's steering bias prediction probability is calculated.

The path deviation prediction unit 122 predicts deviation from the driving path of the vehicle based on the current steering angle detected through the steering angle sensor 104 and the steering bias prediction probability P calculated by the driving state determination unit 114 and shifts gears. decide whether to request

When deviation from the driving path of the vehicle is predicted by the path departure prediction unit 122, the shift request processing unit 124 prohibits the upper shift to decelerate the vehicle or performs the lower shift by applying an offset to the existing shift pattern. By making the request, the vehicle speed is prevented from being increased through shifting.

That is, when the steering bias appears with a high probability in a specific steering angle section based on the steering deflection prediction probability calculated by the driving state determining unit 114, the shift to the upper end is prohibited or the shift to the lower end is adjusted according to the shift condition. By shifting, the speed of the vehicle is limited and reduced.

When deviation from the driving route of the vehicle is predicted from the route deviation predicting unit 122, the HUD 130 displays it in the form of figures, numbers, or letters on the front window located in front of the driver so that the driver can easily recognize the deviation situation. visually indicate that

FIG. 2 shows how the driver's steering bias is predicted with a probability P by recording the driving state for each steering section in the driving identification section P1 while the vehicle is driving.

In FIG. 2 , P1 represents a driving state identification section in which the driver's steering bias is predicted before full-scale shift control of the vehicle is performed. In the driving identification section P1, road type information (straight or Based on the information on the steering angle and the number of steering reversals detected based on a curved road) and the amount of steering wheel manipulation of the driver, the driving state determining unit 114 calculates the driver's steering bias as a probability (P) for each set steering angle section (S1 to S3) can predict

In this case, in order to obtain the current steering angle data detected through the steering angle sensor 104, it is necessary to set a reference steering angle to be compared. can be used as That is, by recording and storing the reference steering angle obtained when the vehicle is stopped and the steering angle and steering count data detected during the straight-line driving of the vehicle for each preset steering angle section (S1 to S3), each steering angle section (S1 to S3) A probability P predicting the steering deflection can be calculated.

That is, when the vehicle is driving on a straight road, the driving state determination unit 114 counts the magnitude of the steering angle detected from the steering angle sensor 104 and the number of times of steering reversal according to the steering wheel manipulation of the driver. For example, the controller Based on the number of steering reversals and the size of the steering angle taken at 10 ms intervals, the number of steering reversals (Z) and probability ( P) can be accumulated to calculate the driver's steering bias prediction probability.

For example, assuming that the 12 o'clock direction is the reference steering angle (0°), the steering angle range of -10° or less from the reference steering angle is S1, the steering angle range of -10° to +10° is S2, and +10° or more is S1. Assuming that the section is S3, the current steering angle is detected from the steering angle sensor 104, and the number of times (Z) that the steering angle is taken for each of the set sections (S1 to S3) is accumulated, and through this, each steering angle section (S1 to S3 ), the steering bias prediction probability (P) can be calculated for each.

If the current steering angle detected from the steering angle sensor 104 is less than -10°, the corresponding number of times is first accumulated in the S1 steering angle section, and if the detected steering angle is within the range of -10° to +10°, the S2 steering angle section Record the number of times in a cumulative way. In addition, when the number of times of the section is accumulated based on the total sum value obtained by summing the number of times (Z) of each section (S1 to S3), the probability (P) may be updated at the same time. In this case, the probability update task may be repeatedly performed whenever the vehicle stops.

Looking at this in the table exemplifying the driving state record in the driving identification section shown in FIG. 2, the number of steering reversals (Z) in the steering angle section S1 is 100 times, and the number of steering reversals in the steering angle section S2 and S3 is counted as 200 times, respectively. , it can be confirmed that the probability (P) for each section (S1 to S3) calculated through this is calculated as 0.2 (100/500), 0.4 (200/500), and 0.4 (200/500), respectively.

In addition, when the steering reversal by the driver is repeated more than a certain number of times in a certain range while the vehicle is driving on a straight road, and it is determined that the vehicle is in a dangerous situation in which deviation from the route is concerned, as shown in FIG. 2, the HUD (130 ), the width (A) of the road currently being driven and the left/right steering angle (B; marked in red) are displayed together in a bar form so that the driver can easily visually recognize the deviation from the route.

On the other hand, FIG. 3 predicts the driver's driving habit based on the probability updated in the driving identification section P1 after the identification of the driver's driving state in the driving identification section P1 is completed in the vehicle traveling at the speed of V1. It shows the process of controlling the gear shift of the vehicle.

As shown in FIG. 3, in the driving route deviation prediction and shift control section P2, the driver's driving habit is predicted based on the probability information updated in the driving identification section P1, and Downshift/Upshift Prevention is performed. (upshift prohibition) is controlled.

That is, when the vehicle proceeds in the L2 direction due to the driver's biased driving habits, upshifting is prohibited according to the amount and number of deflections in the steering angle based on the probability information updated in the P1 section, thereby reducing the vehicle speed. You can slow down the vehicle by limiting or downshifting. In addition, when the vehicle is driven in the L1 direction with a low probability of actual section departure, it is determined that the accident probability is low, and the control logic can be released when the vehicle is operated in the L1 direction for a predetermined period of time or longer.

To this end, the path departure prediction unit 122 predicts the vehicle's departure from the driving path based on the current steering angle detected by the steering angle sensor 104 and the steering bias prediction probability calculated by the driving state determination unit 114.

In addition, when deviation from the driving route of the vehicle is predicted from the route deviation prediction unit 122, it is displayed in the form of figures, numbers, or letters on the window in front of the driver through the HUD 130 so that the driver can visually recognize it while driving. can be displayed

Preferably, as shown in FIG. 2, by setting the HUD 130 to simultaneously display the left and right width standards A of the road currently being driven and the left and right maximum steering angles B, the steering range B of the current vehicle is A driver can easily visually recognize how much the vehicle deviated from the driving road width standard A.

In addition, when the shift request processing unit 124 determines that the deviation from the driving path of the vehicle is predicted from the path departure prediction unit 122, the TCU 120 requests a shift to limit the speed of the currently driving vehicle. This allows the transmission of the vehicle to be performed.

At this time, when the shift request processing unit 124 predicts the vehicle's departure from the driving path from the path departure prediction unit 122, that is, when it is determined that the driver's steering bias is excessive and the vehicle is highly likely to deviate from the path, the vehicle Upshift prohibition is requested so that the speed can be forcibly limited, or downshift lower than the current driving gear is requested.

Preferably, the shift request processing unit 124 first requests an upshift prohibition, and in a state where shifting to a gear higher than the current gear is prohibited, the existing shift diagram set in the vehicle is changed to a certain level. The speed of the vehicle can be forcibly limited by requesting the lower shift of the vehicle by offset by the offset amount (see FIG. 7).

And, FIG. 4 shows another form of a warning display that can be displayed on the HUD 130 according to the magnitude of the probability of deviation from the route when the deviation from the driving route of the vehicle is predicted in the section P2 of FIG. 3 described above. FIG. (a) of (a) illustrates a display form of a state with the lowest path deviation probability, and (c) illustrates a display form of a state with the highest route deviation probability. At this time, the direction indicated in the form of an arrow indicates a direction in which the driver should steer to prevent deviation from the route, and the number of arrows, contrast, etc. may be adjusted so that the driver can easily visually recognize the deviation from the driving route.

Meanwhile, FIG. 5 shows a vehicle speed control process for compensating for steering instability according to the present invention described above, and shows a control flow until an actual vehicle shift request is performed due to a driver's steering bias.

Referring to FIG. 5, a vehicle speed control process for compensating for steering instability according to the present invention is described. The vehicle shift control system 100 of the present invention operates while the vehicle is driving, and the vehicle is temporarily stopped. Control starts at , and first, a reference steering angle is obtained while the vehicle is stopped (S210). In this case, the steering angle is detected through the steering angle sensor 104 while the vehicle is stopped, and the steering angle at that time is set as a reference steering angle.

Next, the road recognition unit 112 receives information on the type of road currently being driven from the navigation system 102 installed in the vehicle (S220), and the driving state determination unit 114 receives the road provided from the road recognition unit 112. It is determined whether the vehicle has entered the straight road by checking the shape information (S230).

Next, when it is confirmed from the step S230 that the vehicle is currently entering the straight road, first of all, it is determined whether or not a set first steering condition is satisfied in order to determine how likely the vehicle is to deviate from the path. ( S240)

Here, as the first steering condition,

|current steering angle-previous steering angle| > The first set value, and the number of times satisfying the first set value > When the second set value is simultaneously satisfied, it may be considered that the first steering condition is satisfied.

For example, when the driver largely turns the steering wheel to the left or the right to steer, the absolute value of |current steering angle-previous steering angle| It may be considered that deflection occurs, and when the number of occurrences of such steering deflection exceeds a predetermined second set value, it may be considered that the vehicle is highly likely to deviate from the driving route.

Subsequently, when the first steering condition is satisfied in step S240 and it is confirmed that the possibility of the vehicle departing from the route is high enough to be concerned, the possibility of the vehicle departing from the driving route is visually displayed to the driver through the HUD 130, and An update operation is performed to accumulate the steering reversal count and the steering bias prediction probability (S250).

Then, it is determined whether or not the second steering condition is satisfied in order to confirm whether the driver's steering bias has reached a level for forcibly limiting the vehicle speed based on the number of steering reversals accumulated up to now and the steering bias prediction probability. (S260)

Here, the second steering condition is a condition for predicting the vehicle's path departure in the future based on the cumulative number of times of steering (Z) and the probability (P) value calculated therefrom, and is used to warn the vehicle of the vehicle's departure from the path or directly control the forced shift of the vehicle. means condition.

Specifically, the second steering condition,

MAX(P(S1), P(S2), P(S3)) > 3rd set value, current steering angle > 4th set value, Timer > 5th set value can be considered satisfactory.

Here, S1 to S3 are steering angle sections within the set range, P is a probability, Z is the number of times, and Timer is a unit of seconds (sec), which means the time to maintain the corresponding steering angle.

6 shows a table illustrating the probability (P), frequency (Z), and timer value for each steering angle section (S1 to S3) in the above second steering condition. In the table of FIG. 6, the steering angle section S2 and In S3, it can be confirmed that the driver's steering bias appears with a high probability (P = 0.4) and number of times (Z = 200).

At this time, since the S2 steering angle section can be regarded as a section in which the vehicle generally travels straight, it is a section with a relatively smaller possibility of deviation from the route than the S3 steering angle section. Accordingly, in the table of FIG. 6 , it can be confirmed that the steering bias of the driver is large in the S3 steering angle section where the probability P is high.

In addition, if the situation in which the driver is steering with steering bias in one direction continues for a certain time (sec), the possibility of the vehicle deviating from the path increases in proportion to it, so that when the timer value exceeds the set value, the vehicle enters forced shifting. can be set.

For example, in the table of FIG. 6, the timer value in the steering angle section S3 with the largest steering deflection has a value of 1-P(S3) = 1-0.4 = 0.6, and the timer value in the steering angle section S1 (0.8 ) has a smaller value than Accordingly, as the timer value is smaller, the time for the vehicle to enter the forced gear shift may be faster.

Next, when it is determined that the driver's biased steering causes deviation from the vehicle driving section because all the second steering conditions are satisfied from the step S206, the upper shift prohibits the vehicle from shifting from the current driving gear to the top ( Down shift) is requested and the driver is warned of deviation from the driving route through the HUD 130 (S270).

Then, it is further determined (S280) whether the current driving state of the vehicle satisfies the down shift condition. At this time, as a condition for performing the down shift,

APS (Accelerator Position Sensor) < constant value (1%)

VSP (Vehicle Speed Per Hour) < constant value (50KPH)

When the above two conditions are simultaneously satisfied, the lower shift of the vehicle may be performed.

Here, if the APS value is large, the engine torque increases when the downshift is performed, which can cause the vehicle to suddenly accelerate. It is desirable to set the speed change to occur.

When the above and lower shift conditions are satisfied, the shift request processing unit 124 of the TCU 120 generates a down shift at the current vehicle speed by applying an offset (a) to the existing shift pattern as shown in FIG. 7 to decelerate the vehicle. can At this time, as the offset amount (a) for the shift pattern increases, the possibility of downshifting increases relatively. Therefore, the higher the path deviation probability (P) calculated by the driving state determining unit 114, the greater the offset amount (a). It is preferable to apply

As described above, the present invention obtains information on the steering angle and the number of times of steering angle reversal from steering wheel manipulation of a driver with poor steering ability, calculates the probability of steering bias through this, and predicts the possibility of the vehicle deviating from the driving path based on this, thereby predicting the driver's excessive driving. When the vehicle is expected to deviate from the driving path due to bias, the driver prohibits upshifting and limits the vehicle speed to a certain level by requesting a downshift by applying an offset to the existing shifting pattern. It is possible to compensate for the unstable steering ability of the vehicle and to prevent the occurrence of safety accidents due to deviation from the driving path of the vehicle.

In particular, since the driver's steering bias can be learned and future lane or driving section deviation can be predicted based on this, the possibility of the vehicle's lane or driving section deviation can be predicted without a camera even in a situation where the lane on the road is unclear, and the lane departure time Unlike existing technologies that stop at warning the driver and making them aware of it, the vehicle speed can be reduced in advance to increase the rate of deviation from the driving path, and it can solve the driver's driving instability caused by frequent steering.

Although preferred embodiments of the present invention have been described above, the scope of the present invention is not limited to such specific embodiments, and those skilled in the art can make appropriate changes within the scope described in the claims of the present invention. this will be possible

100: vehicle speed control system 102: navigation
104: steering angle sensor 110: ECU
112: road recognition unit 114: driving state determination unit
120: TCU 122: route deviation prediction unit
124: shift request processing unit 130: HUD

Claims (16)

delete delete delete delete delete delete delete (a) acquiring a reference steering angle while the vehicle is stopped;
(b) determining whether the vehicle has entered a straight road by receiving information on the road currently being driven from the navigation system;
(c) determining whether a set steering condition for predicting deviation from a driving path of the vehicle is satisfied when it is confirmed that the vehicle enters the straight road;
(d) requesting a shift for limiting the speed of the vehicle when it is confirmed that the set steering condition is satisfied; including,
The set steering condition is |current steering angle-previous steering angle| A method for controlling vehicle speed for compensating for steering instability, characterized in that it includes a condition that simultaneously satisfies > a first set value and the number of times satisfying the second set value.
(a) acquiring a reference steering angle while the vehicle is stopped;
(b) determining whether the vehicle has entered a straight road by receiving information on the road currently being driven from the navigation system;
(c) determining whether a set steering condition for predicting deviation from a driving path of the vehicle is satisfied when it is confirmed that the vehicle enters the straight road;
(d) requesting a shift for limiting the speed of the vehicle when it is confirmed that the set steering condition is satisfied; including,
The set steering conditions include conditions that simultaneously satisfy MAX(P(S1), P(S2), P(S3)) > 3rd set value, current steering angle > 4th set value, and Timer > 5th set value, , Here, S1 to S3 are steering angle intervals, P is a probability, and Timer is a vehicle speed control method for steering instability compensation, characterized in that seconds (sec).
The method of claim 8 or 9, wherein the step (c),
(c-1) determining whether a set first steering condition is satisfied when it is determined from the step (b) that the vehicle enters the straight road;
(c-2) determining whether a second steering condition is satisfied when it is confirmed that the first steering condition is satisfied from the step (c-1);
A vehicle speed control method for compensating for steering instability, comprising:
The method of claim 10, wherein if it is determined that the first steering condition is satisfied in the step (c-1), the driving route of the vehicle is displayed through a head-up display (HUD) before entering the step (c-2). A vehicle speed control method for compensating for steering instability, further comprising the step (c-3) of visually displaying a possibility of departure to the driver.
12. The method of claim 11, wherein in step (c-3), the number of times of steering reversal and the prediction probability of steering bias are updated.
11. The method of claim 10, wherein the step (d) requests prohibition of down shifting of the vehicle when the second steering condition from the step (c-1) is satisfied, and at the same time informs the driver of deviation from the driving path through a HUD. A vehicle speed control method for compensating for steering instability, further comprising a warning step (d-1).
The method of claim 13, further comprising a step (d-2) of determining whether a down shift condition is satisfied after the step (d-1),
The vehicle speed control method for compensating for steering instability, characterized in that when the lower shift condition is satisfied from the step (d-2), a control signal is transmitted to the TCU to perform the lower shift control.
The method of claim 10, wherein the first steering condition of step (c-1) is,
|current steering angle-previous steering angle| A method for controlling vehicle speed for compensating for steering instability, characterized in that a condition that simultaneously satisfies > a first set value and the number of times satisfying the second set value.
The method of claim 10, wherein the second steering condition of step (c-2) is,
MAX(P(S1), P(S2), P(S3)) > 3rd set value, current steering angle > 4th set value, Timer > 5th set value are simultaneously satisfied, where S1 to S3 are A vehicle speed control method for steering instability compensation, characterized in that a steering angle section, P is a probability, and Timer is seconds (sec).

Images