KR102588455B1 - Gnss-based vehicle driving test device using slope correction - Google Patents

Abstract

The present invention relates to a GNSS-based vehicle driving test device using slope correction, and includes a vehicle shape modeling unit that models the vehicle shape based on the vehicle top view image based on the positions of a pair of GNSS antennas installed in the vehicle; A driving lane slope determination unit that receives the positions of the pair of GNSS antennas during a vehicle driving test process, determines a height difference between the pair of GNSS antennas, and determines a slope of the driving lane based on the height difference; and a vehicle driving map mapping unit that adjusts the shape of the vehicle based on the slope of the driving lane and maps it to a vehicle driving map having a plane coordinate system.

Description

GNSS-based vehicle driving test device using slope correction {GNSS-BASED VEHICLE DRIVING TEST DEVICE USING SLOPE CORRECTION}

The present invention relates to vehicle driving test technology, and more specifically, to a GNSS-based technology that can effectively evaluate vehicle driving tests by using real-time high-precision GNSS to identify vehicle positions with high accuracy and correct errors caused by altitude differences on slopes. It relates to a vehicle driving test device.

The driver's license scoring system is a system that allows you to take the test through fully automated grading without human intervention when taking a test to obtain a driver's license. It enables an objective and fair test without the subjective judgment of the examiner, Even things that are difficult to judge can be judged accurately through various sensors.

Until now, the driver's license scoring system had the problem of requiring sensors to be buried in the test site, making installation complicated and taking a long time, and also making it difficult to accurately determine the movement of the test vehicle due to environmental influences.

In the driver's license scoring system, if the movement of the vehicle, especially the direction and location of the vehicle, is not accurately identified, a problem may arise where normal drivers cannot pass due to incorrect scoring, which is very fatal in the operation of the driver's license scoring system. In that sense, there is a need for technological development to improve this.

Korean Patent Publication No. 10-2014-0050161 (2014.04.29)

One embodiment of the present invention is a GNSS-based vehicle driving test using slope correction that can effectively evaluate the vehicle driving test by identifying the vehicle position with high accuracy using real-time high-precision GNSS and correcting errors caused by the altitude difference of the slope. We would like to provide a device.

Among the embodiments, the GNSS-based vehicle driving test device includes a vehicle shape modeling unit that models the vehicle shape based on the vehicle top view image based on the positions of a pair of GNSS antennas installed in the vehicle; A driving lane slope determination unit that receives the positions of the pair of GNSS antennas during a vehicle driving test process, determines a height difference between the pair of GNSS antennas, and determines a slope of the driving lane based on the height difference; and a vehicle driving map mapping unit that adjusts the shape of the vehicle based on the slope of the driving lane and maps it to a vehicle driving map having a plane coordinate system.

The vehicle shape modeling unit determines the position of the pair of GNSS antennas in the vehicle top-view image as a reference point in the vehicle coordinate system and determines the coordinate value of at least one vehicle shape inflection point in the outline of the vehicle top-view image in the vehicle coordinate system. The vehicle shape can be modeled in advance.

If the slope of the driving lane is greater than a reference value for a vehicle driving test, the driving lane slope determination unit may remove the elevation difference by projecting the positions of the pair of GNSS antennas onto the same plane.

The driving lane slope determination unit may determine a mid-height of the elevation difference and project the position of the pair of GNSS antennas onto a virtual plane defined at the mid-height.

The vehicle driving map mapping unit may adjust the shape of the vehicle by reducing the vehicle top-view image by applying the slope to the distance between the front and rear of the vehicle on the vehicle top-view image.

The vehicle driving map mapping unit may display a virtual GNSS antenna on the adjusted vehicle shape regardless of the actual location of the pair of GNSS antennas.

The device may further include a vehicle driving test unit that detects whether the adjusted vehicle shape deviates from the driving lane of the vehicle driving map according to movement of the pair of GNSS antennas during the vehicle driving test process.

The vehicle driving test unit may calculate a vehicle outline through the adjusted vehicle shape and determine whether an intersection exists between the vehicle outline and the driving lane to determine whether the driving lane is deviated.

The disclosed technology can have the following effects. However, since it does not mean that a specific embodiment must include all of the following effects or only the following effects, the scope of rights of the disclosed technology should not be understood as being limited thereby.

The GNSS-based vehicle driving test device using slope correction according to an embodiment of the present invention uses real-time high-precision GNSS to identify the vehicle position with high accuracy and corrects errors caused by the altitude difference of the slope to effectively perform vehicle driving tests. can be evaluated.

1 is a diagram explaining a vehicle driving test system according to the present invention.
FIG. 2 is a diagram explaining the functional configuration of the vehicle driving test device of FIG. 1.
Figure 3 is a flowchart explaining the GNSS-based vehicle driving test process using slope correction according to the present invention.
Figure 4 is a flowchart explaining the process of modeling a vehicle shape according to the present invention.
Figure 5 is a diagram explaining a GNSS-based vehicle driving test system.
Figure 6 is a diagram explaining the configuration of a GNSS-based vehicle driving test system.
FIG. 7 is a diagram illustrating an embodiment of a process for modeling a vehicle shape.
8A to 8D are diagrams illustrating an embodiment of a process for tracking the movement of a vehicle shape modeled on a vehicle driving map.
9A to 9C are diagrams illustrating the process of adjusting the position and size of the modeled vehicle direction shape through slope correction.

Since the description of the present invention is only an example for structural or functional explanation, the scope of the present invention should not be construed as limited by the examples described in the text. In other words, since the embodiments can be modified in various ways and can have various forms, the scope of rights of the present invention should be understood to include equivalents that can realize the technical idea. In addition, the purpose or effect presented in the present invention does not mean that a specific embodiment must include all or only such effects, so the scope of the present invention should not be understood as limited thereby.

Meanwhile, the meaning of the terms described in this application should be understood as follows.

Terms such as “first” and “second” are used to distinguish one component from another component, and the scope of rights should not be limited by these terms. For example, a first component may be named a second component, and similarly, the second component may also be named a first component.

When a component is referred to as being “connected” to another component, it should be understood that it may be directly connected to the other component, but that other components may exist in between. On the other hand, when a component is referred to as being “directly connected” to another component, it should be understood that there are no other components in between. Meanwhile, other expressions that describe the relationship between components, such as "between" and "immediately between" or "neighboring" and "directly neighboring" should be interpreted similarly.

Singular expressions should be understood to include plural expressions unless the context clearly indicates otherwise, and terms such as “comprise” or “have” refer to implemented features, numbers, steps, operations, components, parts, or them. It is intended to specify the existence of a combination, and should be understood as not excluding in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

For each step, identification codes (e.g., a, b, c, etc.) are used for convenience of explanation. The identification codes do not explain the order of each step, and each step clearly follows a specific order in context. Unless specified, events may occur differently from the specified order. That is, each step may occur in the same order as specified, may be performed substantially simultaneously, or may be performed in the opposite order.

All terms used herein, unless otherwise defined, have the same meaning as commonly understood by a person of ordinary skill in the field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as consistent with the meaning they have in the context of the related technology, and cannot be interpreted as having an ideal or excessively formal meaning unless clearly defined in the present application.

1 is a diagram explaining a vehicle driving test system according to the present invention.

Referring to FIG. 1 , the vehicle driving test system 100 may include a vehicle 110, a vehicle driving test device 130, and a database 150.

The vehicle 110 may correspond to a means of transportation that transports passengers or cargo using power produced by an engine. Here, the case where the vehicle 110 is a car is used as an example, but in some cases, it can also be applied to various means of transportation that can move using power, such as two-wheeled vehicles, ships, and airplanes.

In one embodiment, vehicle 110 may be implemented with a plurality of sensors capable of measuring relevant data to monitor the status of various components. For example, the vehicle 110 may include an accelerator pedal sensor, a brake pedal sensor, a vibration sensor, an acceleration sensor, a tilt angle sensor, a Global Positioning System (GPS) sensor, and a steering angle sensor.

Additionally, the vehicle 110 may include sensors (e.g., camera sensors, temperature sensors, etc.) for monitoring the driver's condition for vehicle driving tests, and may include external environmental information of the vehicle 110 (e.g. For example, it may include sensors to collect traffic information, signal information, pedestrian information, etc.).

In addition, the vehicle 110 may be implemented to include a Sensor Interface Module (SIM) that provides a sensor interface for communication with a plurality of sensors, and may transmit sensing information through the SIM to a vehicle driving test device ( 130).

The vehicle driving test device 130 models the vehicle shape based on the vehicle top view image, tracks the vehicle's posture in terms of location and direction on a pre-built vehicle driving map, and corrects the vehicle shape according to the inclination of the test site to provide accurate It can be implemented as a server corresponding to a computer or program that can perform vehicle driving tests. The vehicle driving test device 130 can be wirelessly connected to the vehicle 110 through Bluetooth, WiFi, etc., and can exchange data with the vehicle 110 through a network.

Meanwhile, unlike FIG. 1 , the vehicle driving test device 130 may be implemented and included inside the vehicle 110 . In this case, the vehicle driving test device 130 may be connected to a sensor interface module that provides a sensor interface through USB or RS-232C communication, and may receive sensing information from a plurality of sensors installed inside the vehicle through the sensor interface module. It can be collected periodically or in real time.

Additionally, the vehicle driving test device 130 may be implemented including the database 150, or may be implemented independently from the database 150. When implemented independently from the database 150, the vehicle driving test device 130 can be connected to the database 150 by wire or wirelessly to exchange data.

The database 150 is a storage device that can store information necessary to more accurately track the movement of the vehicle on a vehicle driving map by modeling the vehicle shape and correcting the vehicle shape according to the inclination. For example, the database 150 may receive and store vehicle information about the vehicle 110, and may store a plurality of sensing information received from the vehicle 110, but is not necessarily limited thereto, and may be stored according to the slope of the test site. Information collected or processed in various forms can be stored in the process of performing a vehicle driving test by adjusting the modeled vehicle shape accordingly.

FIG. 2 is a diagram explaining the functional configuration of the vehicle driving test device of FIG. 1.

Referring to FIG. 2, it may include a vehicle shape modeling unit 210, a driving lane slope determination unit 230, a vehicle driving map mapping unit 250, a vehicle driving test unit 270, and a control unit 290.

The vehicle shape modeling unit 210 may model the vehicle shape based on the vehicle top view image based on the positions of a pair of GNSS antennas installed in the vehicle 110. The vehicle shape modeling unit 210 may receive a vehicle top view image collected from the vehicle 110 in conjunction with the vehicle 110 and model the vehicle shape based on this. At this time, the vehicle top view image may be included in vehicle information about the vehicle 110 and transmitted from the vehicle 110. That is, vehicle information may include camera images, driving information, sensor information, and driver information of the vehicle 110. Camera images may include front images, rear images, side images, and around view images, and driving information may include the location, direction, and slope of the vehicle. Additionally, sensor information may include vehicle speed, steering angle, acceleration/deceleration, and brake pedal angle, and driver information may include gaze direction, body temperature information, etc. as information on the driver's condition.

In particular, vehicle information may include a vehicle top view image. The vehicle top view image may correspond to a video or image taken 360 degrees around the vehicle 110 as if looking down at the vehicle 110 from the sky, and the vehicle 110 linked to the vehicle shape modeling unit 210 has a top view image. A device capable of taking images may be included. The vehicle shape modeling unit 210 can receive various types of vehicle information and store them in the database 150, and can classify or select and store them by type, time point, or vehicle as needed.

In one embodiment, the vehicle shape modeling unit 210 determines the position of a pair of GNSS antennas in the vehicle top-view image as a reference point in the vehicle coordinate system and determines the coordinates of at least one vehicle shape inflection point in the outline of the vehicle top-view image in the vehicle coordinate system. By determining the value, the vehicle shape can be modeled in advance. Here, the vehicle coordinate system may correspond to a coordinate system for expressing the positions or arrangement relationships of the main components of the vehicle 110 in relative positions, and may be defined based on the specific configuration of the vehicle 110. The vehicle shape modeling unit 210 may determine a GNSS antenna close to the rear of the vehicle among a pair of GNSS antennas installed in the vehicle 110 as a reference antenna, and determine the location of the corresponding GNSS antenna as a reference point in the vehicle coordinate system. .

More specifically, the vehicle shape modeling unit 210 may model the vehicle shape corresponding to the vehicle 110 using the vehicle top view image and vehicle specification information of the vehicle information received from the vehicle 110. The vehicle shape modeled by the vehicle shape modeling unit 210 can be visualized and displayed on the vehicle driving map in the subsequent operation stage, and the movement of the vehicle shape on the vehicle driving map is reproduced through the display screen to provide intuitive information to the user. Information can be provided. Meanwhile, the specific process of modeling the vehicle shape will be explained in more detail through FIGS. 4 and 7.

The driving lane slope determination unit 230 may receive the positions of a pair of GNSS antennas during a vehicle driving test, determine a height difference between the pair of GNSS antennas, and determine the slope of the driving lane based on the height difference. The driving lane slope determination unit 230 may obtain the position of a pair of GNSS antennas from vehicle information received periodically or in real time from the vehicle 110 running at the test site. A pair of GNSS antennas may preferably be arranged parallel to the driving direction of the vehicle 110. In addition, the positions of a pair of GNSS antennas can be obtained as latitude and longitude coordinate values, and the driving lane slope determination unit 230 calculates the elevation difference between the latitude and longitude coordinate values to determine the height difference between the latitude and longitude coordinate values of the driving lane in which the vehicle 110 is driving. The slope can be determined.

In one embodiment, the driving lane slope determination unit 230 may remove the elevation difference by projecting the positions of a pair of GNSS antennas onto the same plane when the slope is greater than a reference value for a vehicle driving test. The driving lane slope determination unit 230 calculates the slope of the driving lane through the elevation difference based on the latitude and longitude coordinate value, and if it corresponds to a slope that is difficult to occur in the actual test site, it determines that the corresponding latitude and longitude coordinate value is an error. Correction can be performed to remove elevation differences from the corresponding latitude and longitude coordinate values. The driving lane slope determination unit 230 may additionally perform an operation of projecting latitude and longitude coordinate values onto the same plane to remove elevation differences.

In one embodiment, the driving lane slope determination unit 230 may determine the mid-height of the elevation difference and project the positions of the pair of GNSS antennas on a virtual plane defined at the mid-height. Since a pair of GNSS antennas are basically placed on top of the vehicle, correction for latitude and longitude coordinate values can be performed through the process of projection to a virtual plane formed at a lower height relative to the ground. The driving lane slope determination unit 230 may project the position of the GNSS antenna toward a virtual plane defined in a direction parallel to the ground at an intermediate height of the elevation difference in order to minimize errors due to projection. The intermediate height of the elevation difference may correspond to the intermediate height between the first altitude (height) and the second altitude. As a result, the modeled vehicle shape can be arranged on the vehicle driving map based on the position of the GNSS antenna corrected by projection.

The vehicle driving map mapping unit 250 can adjust the shape of the vehicle based on the slope of the driving lane and map it to a vehicle driving map having a plane coordinate system. Here, the vehicle driving map can be created in advance based on the plurality of driving lane latitude and longitude coordinate values when a plurality of driving lane latitude and longitude coordinate values are collected by moving a tracker along the driving lane. A tracker can be implemented and operate in a variety of ways, and here, it can be implemented to move along a driving lane. In other words, the tracker can measure and store latitude and longitude coordinates at specific periods or specific points while moving along the driving lane.

Additionally, each point of the vehicle driving map may include a plane coordinate value defined in a plane coordinate system. At this time, the planar coordinate system can be defined as a two-dimensional coordinate system and can form a correspondence with the GPS coordinate system, which is a three-dimensional coordinate system. That is, satellite coordinate values may correspond to plane coordinate values on a plane coordinate system, and the transformation relationship between them can be expressed by a predetermined mathematical equation. In particular, the planar coordinate system can be defined in correspondence to the vehicle driving map corresponding to the actual test site. Accordingly, the position on the vehicle driving map can be determined according to the plane coordinate value on the plane coordinate system.

When the modeled vehicle shape is mapped to the vehicle driving map, the movement of the vehicle shape corresponding to the actual movement of the vehicle 110 within the test site can be implemented on the vehicle driving map. In particular, when the vehicle 110 is located on a slope (i.e., uphill or downhill) existing in the test site, the vehicle driving map mapping unit 250 is configured to connect the vehicle 110 between GNSS antennas arranged in parallel in the driving direction of the vehicle 110. Considering that elevation differences occur, the size and position of the modeled vehicle shape can be adjusted depending on the slope. Through this, the movement of the vehicle shape can be tracked more accurately on the vehicle driving map.

In one embodiment, the vehicle driving map mapping unit 250 may adjust the vehicle shape by reducing the vehicle top view image by applying a slope to the distance between the front and rear of the vehicle 110 on the vehicle top view image. The vehicle shape can be created in advance based on the vehicle top view image, and the vehicle driving map mapping unit 250 can adjust the size of the vehicle top view image to adjust the vehicle shape. That is, the vehicle driving map mapping unit 250 measures the length of the vehicle 110, that is, the distance from the front to the rear, on the vehicle top view image, and applies the slope of the driving lane where the vehicle 110 is located to create the vehicle top view image. It can be reduced. For example, when the vehicle 110 is located in a driving lane with a vehicle length of 2.5 m and a slope of 30 degrees, the vehicle driving map mapping unit 250 adjusts the vehicle length to 2.5 m × cos30 = 2.17 m. The top view image can be reduced. Thereafter, the vehicle driving map mapping unit 250 may model the vehicle shape based on the reduced vehicle top view image and map it on the vehicle driving map.

In one embodiment, the vehicle driving map mapping unit 250 may display a virtual GNSS antenna on the adjusted vehicle shape regardless of the actual location of the pair of GNSS antennas. When the vehicle shape is adjusted according to the slope and the vehicle shape becomes smaller than the size on a flat driving lane, the vehicle driving map mapping unit 250 visually displays a virtual GNSS antenna on the vehicle shape displayed on the vehicle driving map. You can. Accordingly, when the movement of the vehicle shape is displayed on the vehicle driving map, the user can indirectly recognize that the vehicle 110 is driving on a ramp in the test site through whether or not the GNSS antenna is displayed on the vehicle shape.

The vehicle driving test unit 270 may detect whether the vehicle shape adjusted according to the movement of a pair of GNSS antennas deviates from the driving lane of the vehicle driving map during the vehicle driving test process. When the vehicle driving test begins, the vehicle driving test unit 270 may control the vehicle 110 based on the modeled vehicle shape mapped to the vehicle driving map. In particular, the vehicle driving test unit 270 may perform scoring on the vehicle driving test based on the movement of the vehicle shape modeled on the vehicle driving map.

More specifically, the vehicle driving test unit 270 may analyze antenna signal information based on the arrangement relationship of a plurality of GNSS antennas fixedly installed on the vehicle 110, and through this, determine the location, direction, and inclination of the vehicle 110. By acquiring information, the movement of the modeled vehicle shape on the vehicle driving map can be effectively tracked. In addition, the vehicle driving test unit 270 can detect whether the boundary of the vehicle 110 overlaps with the driving lane defined on the vehicle driving map, and can be used during the vehicle driving test process such as vehicle departure, section departure, stop line departure, etc. You can evaluate deduction factors in .

In one embodiment, the vehicle driving test unit 270 may determine whether the vehicle deviates from the driving lane by calculating the vehicle outline through the adjusted vehicle shape and determining whether an intersection exists between the vehicle outline and the driving lane. The vehicle driving test unit 270 may determine the vehicle outline by connecting vehicle shape inflection points based on the vehicle shape adjusted according to the inclination. When an intersection occurs due to overlap between the vehicle outline and the driving lane of the vehicle driving map, the vehicle driving test unit 270 may determine entry into or departure from the corresponding driving lane based on the direction of the vehicle 110. Thereafter, the vehicle driving test unit 270 may evaluate the driver's driving ability by assigning a driving score based on the location of the intersection on the vehicle driving map, the direction and speed of the vehicle 110, and traffic signal conditions.

The control unit 290 controls the overall operation of the vehicle driving test device 130, and the control flow or data between the driving lane slope determination unit 230, the vehicle driving map mapping unit 250, and the vehicle driving test unit 270. You can manage the flow.

Figure 3 is a flowchart explaining the GNSS-based vehicle driving test process using slope correction according to the present invention.

Referring to FIG. 3, the vehicle driving test device 130 models the vehicle shape based on the vehicle top view image based on the position of a pair of GNSS antennas installed on the vehicle 110 through the vehicle shape modeling unit 210. You can.

In addition, the vehicle driving test device 130 receives the positions of a pair of GNSS antennas during the vehicle driving test process through the driving lane slope determination unit 230, determines the elevation difference between the pair of GNSS antennas, and determines the elevation difference based on the elevation difference. The slope of the driving lane can be determined.

Additionally, the vehicle driving test device 130 can adjust the shape of the vehicle based on the slope of the driving lane through the vehicle driving map mapping unit 250 and map it to a vehicle driving map having a plane coordinate system. Accordingly, the vehicle driving test device 130 can effectively evaluate the vehicle driving test by correcting errors that occur due to the altitude difference of the slope.

FIG. 4 is a flowchart explaining a process for modeling a vehicle shape according to the present invention, and FIG. 7 is a diagram explaining an embodiment of a process for modeling a vehicle shape.

4 and 7, the vehicle driving test device 130 determines the position of the GNSS antenna 720 installed on the vehicle 110 in the vehicle top view image 710 through the vehicle shape modeling unit 210 in the vehicle coordinate system. The vehicle shape 740 can be modeled in advance by determining the reference point and determining the coordinate value of at least one vehicle shape inflection point 730 in the outline of the vehicle top view image 710 in the vehicle coordinate system.

More specifically, the vehicle driving test device 130 may extract vehicle outline points by analyzing the vehicle top view image 710 (S410). That is, vehicle outline points may be detected on the boundary line between the vehicle 110 and the surrounding background in the vehicle top view image 710. The vehicle driving test device 130 can calculate the length or width of the vehicle 110 based on the vehicle outer points and adjust the positions of the vehicle outer points based on the vehicle specification information of the input vehicle information ( S430). For example, if the length of the vehicle 110 determined based on the vehicle outer points is greater than the length in the vehicle specification information, the gap between the vehicle outer points may be reduced by a predetermined ratio in accordance with the vehicle specification information.

Additionally, the vehicle driving test device 130 may select vehicle shape inflection points 730 from vehicle outer points based on vehicle specification information (S450). The vehicle driving test device 130 may analyze the vehicle top view image 710 and select vehicle shape inflection points 730 among vehicle outline points. As a result, the vehicle driving test device 130 can determine vehicle shape inflection points 730 using both vehicle specification information and the vehicle top view image 710.

Additionally, the vehicle driving test device 130 can store coordinate information about vehicle shape inflection points 730 and model the vehicle shape 740 based on this (S470). In particular, the coordinates for vehicle shape inflection points may correspond to coordinate information on the vehicle coordinate system defined by the location of the GNSS antenna 720 installed in the vehicle 110 as a reference point. That is, the position of the reference GNSS antenna 720 may be defined as the origin (0, 0) in the vehicle coordinate system, and the coordinates for the vehicle shape inflection points 730 may be expressed as relative coordinates based on the origin. The vehicle driving test device 130 can easily model the vehicle shape 740 even if it only receives the position of the GNSS antenna 720 from the vehicle 110 by using relative coordinates for the vehicle shape inflection points 730.

Figure 5 is a diagram explaining a GNSS-based vehicle driving test system.

Referring to FIG. 5, the GNSS-based vehicle driving test system 100 uses real-time high-precision GNSS (Global Navigation Satellite System) to automatically score accurate driving tests just by installing the vehicle system without installing sensors at the vehicle driving test site. can be performed. In particular, the vehicle driving test system 100 can increase the accuracy of vehicle location identification by simultaneously receiving two or more satellite signals and correcting the location through a base station. At this time, available satellites may include GPS, GLONAS, BEIDOU, GALILEO, etc.

In Figure 5, BASE and ROVER can each receive two or more satellite signals simultaneously through their respective GNSS antennas. In the case of BASE, a position correction signal for position correction can be calculated using the ground position of the reference point and received satellite signals, and a position correction signal related to position correction can be transmitted to ROVER in real time or periodically. . ROVER can accurately calculate its current location based on satellite signals and position correction signals from BASE.

Figure 6 is a diagram explaining the configuration of a GNSS-based vehicle driving test system.

Referring to FIG. 6, the GNSS-based vehicle driving test system 100 may be composed of a control room, a waiting room, and a vehicle system.

The control room can manage the entire vehicle driving test and communicate with the waiting room and vehicle system to perform overall control of the vehicle driving test. In one embodiment, the control room may be implemented including a reference station (RTK Base), in which case the control room may communicate with the vehicle system through a wireless communication module, for example, a Wi-Fi module.

The waiting room may be a space where drivers can wait for a vehicle driving test, and may provide functions such as test registration and provision of test progress status. In particular, the control room and waiting room can be connected through an L2 switch, and data can be exchanged through Ethernet.

The vehicle system is installed in the vehicle 110 and can determine the position of the vehicle 110 and calculate scoring scores during the vehicle driving test process. In particular, for scoring purposes, a plurality of sensors may be installed inside the vehicle 110, and the vehicle system may collect sensor information through a Sensor Interface Module (SIM) that provides a center interface. Additionally, the vehicle system can receive two or more satellite signals simultaneously through the RTK Rover module and can be connected to the control room through the wireless communication module.

8A to 8D are diagrams illustrating an embodiment of a process for tracking the movement of a vehicle shape modeled on a vehicle driving map.

Referring to FIGS. 8A to 8D , the vehicle driving test device 130 may generate a vehicle driving map 810 in advance, and the vehicle driving map 810 may be stored and managed in the database 150. The vehicle driving map 810 may be generated including various driving lanes 820 that exist in the test site, and may include, for example, detection lines, confirmation lines, stop lines, and outline lines. A vehicle driving map can be created as a result of converting latitude and longitude coordinate values into a plane coordinate system, and for this purpose, reference points may exist for each driving lane 820 in the vehicle driving test site. That is, the vehicle driving map can be generated by converting the reference point set for each driving lane 820 into a plane coordinate system and then sequentially converting latitude and longitude coordinate values connected to the reference point.

Additionally, the vehicle driving test device 130 may determine the modeled vehicle shape 840 based on the position of the GNSS antenna during the vehicle driving test process. More specifically, the vehicle driving test device 130 may determine the direction of the vehicle 110 based on the location 830 of a pair of GNSS antennas. For example, in Figure 8c, the vehicle driving test device 130 proceeds from the position of the GNSS antenna (830a), which corresponds to the reference point among the positions of a pair of GNSS antennas (830), to the position of the other GNSS antenna (830b). The direction may be determined as the driving direction of the vehicle 110. Meanwhile, the direction of the vehicle 110 may be expressed as a direction vector.

Additionally, the vehicle driving test device 130 may map and arrange the modeled vehicle shape 840 on the vehicle driving map 810. That is, the vehicle driving test device 130 can be arranged by matching the position of the modeled vehicle shape 840 to the position 830a of the GNSS antenna corresponding to the reference point, and the direction of the modeled vehicle shape 840 can be adjusted. It can be rotated according to the driving direction of the vehicle 110.

Thereafter, the vehicle driving test device 130 may track the movement of the modeled vehicle shape 840 on the vehicle driving map, and evaluate driving performance according to the movement of the modeled vehicle shape 840 during the vehicle driving test. This allows the driving score to be automatically calculated.

9A to 9C are diagrams illustrating the process of adjusting the position and size of the modeled vehicle direction shape through slope correction.

Referring to FIGS. 9A to 9C , the vehicle driving test device 130 may track the vehicle 110 within the test site and map the modeled vehicle shape to a vehicle driving map having a plane coordinate system. At this time, when the vehicle 110 is located on an uphill or downhill road with a slope within the test site, a predetermined elevation difference ( h ) may exist between the latitude and longitude coordinate values of the GNSS antenna measured on the vehicle 110. The vehicle driving test device 130 may perform an operation to adjust the modeled vehicle shape to reduce errors caused by elevation differences.

If the elevation difference (h) is not considered, if the vehicle 110 is projected onto the plane coordinate system as is based on the latitude and longitude coordinates of the GNSS antenna, the actual front and rear positions of the vehicle 110 within the test site and the vehicle driving map are displayed. A certain error may occur between the positions of the shapes (a and b in Figure 9a).

If only the location is considered through the elevation difference (h), the latitude and longitude coordinates of the GNSS antenna are corrected and the vehicle 110 is projected onto the plane coordinate system to determine the actual location of the rear of the vehicle 110 within the test site and the vehicle shape on the vehicle driving map. The rear positions of may coincide with each other. However, in this case, the size of the modeled vehicle shape may be maintained as is, and accordingly, the front of the vehicle shape on the vehicle driving map may appear larger than the actual front of the vehicle 110 located on the ramp (see Figure 9b). c).

When both location and size are considered through the elevation difference (h), the latitude and longitude coordinates of the GNSS antenna can be corrected to adjust the position of the vehicle shape on the vehicle driving map, and at the same time, the size of the vehicle shape can be adjusted according to the inclination. That is, the vehicle driving test device 130 can model an adjusted vehicle shape that matches the actual size (i.e., the distance between the front and rear) of the vehicle 110 located on the ramp, and projects it into a plane coordinate system. As a result, the location on the vehicle driving map and the actual location within the test site can match each other. Through this, the vehicle driving test device 130 tracks the movement of the vehicle 110 within the test site in real time and more accurately estimates the movement of the vehicle shape on the vehicle driving map, thereby performing a vehicle driving test based on the vehicle driving map. It can provide high reliability for the results.

Although the present invention has been described above with reference to preferred embodiments, those skilled in the art may make various modifications and changes to the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. You will understand that you can do it.

100: Vehicle driving test system
110: Vehicle 130: Vehicle driving test device
150: database
210: Vehicle shape modeling unit 230: Driving lane slope determination unit
250: Vehicle driving map mapping unit 270: Vehicle driving test unit
290: Control unit

Claims (8)

a vehicle shape modeling unit that models the vehicle shape based on the vehicle top view image based on the positions of a pair of GNSS antennas installed in the vehicle;
A driving lane slope determination unit that receives the positions of the pair of GNSS antennas during a vehicle driving test process, determines a height difference between the pair of GNSS antennas, and determines a slope of the driving lane based on the height difference; and
A vehicle driving map mapping unit that adjusts the shape of the vehicle based on the slope of the driving lane and maps it to a vehicle driving map having a plane coordinate system,
When the slope of the driving lane is greater than a reference value for a vehicle driving test, the driving lane slope determination unit projects the positions of the pair of GNSS antennas on the same plane to remove the height difference, determines the middle height of the height difference, and determines the middle height. A GNSS-based vehicle driving test device, characterized in that it projects the position of the pair of GNSS antennas on a virtual plane defined in .
The method of claim 1, wherein the vehicle shape modeling unit
The position of the pair of GNSS antennas in the vehicle top-view image is determined as a reference point of the vehicle coordinate system, and the coordinate value of at least one vehicle shape inflection point in the outline of the vehicle top-view image is determined in the vehicle coordinate system to determine the vehicle shape in advance. A GNSS-based vehicle driving test device characterized by modeling.
delete delete The method of claim 1, wherein the vehicle driving map mapping unit
A GNSS-based vehicle driving test device, characterized in that the vehicle shape is adjusted by reducing the vehicle top-view image by applying the slope to the distance between the front and rear of the vehicle on the vehicle top-view image.
The method of claim 5, wherein the vehicle driving map mapping unit
A GNSS-based vehicle driving test device characterized in that it displays a virtual GNSS antenna on the adjusted vehicle shape regardless of the actual position of the pair of GNSS antennas.
According to paragraph 1,
GNSS-based vehicle driving test unit further comprising a vehicle driving test unit that detects whether the adjusted vehicle shape deviates from the driving lane of the vehicle driving map according to movement of the pair of GNSS antennas during the vehicle driving test process. Vehicle driving test device.
The method of claim 7, wherein the vehicle driving test unit
A GNSS-based vehicle driving test device that calculates a vehicle outline through the adjusted vehicle shape and determines whether or not the driving lane deviates by determining whether an intersection exists between the vehicle outline and the driving lane.