KR20150057537A - Method and apparatus for verifying acc/lks integrated controller for vehicles, and computer-readable recording medium for the same - Google Patents

Abstract

The present invention is a technology for verifying the performance of an integrated controller of ACC/LKS for a vehicle. Specifically, the invention relates to a technology which implements an OS-based simulator to verify an integrated controller of ACC/LKS for a vehicle in order to verify overall operation and performance of the integrated controller of ACC/LKS and evaluate control performance by program and also facilitate migration into other hardware platform. Also the invention carries out a simulation-based test prior to high-cost actual vehicle test to evaluate performance of the integrated controller equipped with adaptive cruise control module and lane-keeping control module and offers all kinds of data in advance in order to provide an integrated environment for effective function and performance evaluation of the system.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a method and apparatus for verifying performance of an ACC / LKS integrated controller for a vehicle, and a computer readable recording medium therefor.

The present invention is a technology for verifying the ACC / LKS integrated control performance developed for a vehicle. In particular, by implementing a simulator for ACC / LKS integrated controller verification based on an OS (Operating System) The present invention relates to a technology capable of verifying the overall operation and performance of the LKS integrated controller as well as evaluating the control performance even in a program unit and easily porting to another hardware platform.

The future direction of new technology development of future automobile can be divided into safety field and environment field. Among them, the safety field is a field to improve the safety of automobiles. Recently, the key technologies being discussed are Active Safety and Advanced Driver Assistance System (ADAS).

Active safety and driver assistance systems are rapidly evolving as electronic control of vehicles becomes possible. Looking at the trends of embedded software for automobiles, control systems have been installed in the past, but distributed control systems based on integrated firmware have been shown. As a result, the number of electronic control units mounted on a vehicle for dispersion control has been rapidly increasing.

Recently, automobile control systems are gradually evolving into an integrated module control system. By integrating the functions developed for each chassis module while evolving as an integrated module control method, it has been shown that it improves vehicle fuel economy and reduces production cost. In other words, the vehicle control system using electronic devices is gradually evolving from an individual module control level to an integrated module control system.

On the other hand, automakers want to apply common parts modules to various vehicle models, and component developers want to reduce the manufacturing cost by delivering one component module to several automakers. In order to solve such problems as common module reusability and vehicle-specific component compatibility, global automakers, parts suppliers and IT companies worked together to develop a real-time real-time operating system OSO / VDX (Offene Systeme und der Schnittstellen für die Elektronik in Kraftfahrzeugen / Vehicle Distributed eXecutive), which is an operating system (RTOS), has been proposed as a standard and standardization of AUTOSAR (Automotive Open System Architecture)

The Adaptive Cruise Control (ACC) module, which performs acceleration / deceleration control of the vehicle in the longitudinal direction (forward and backward) of the vehicle, needs to perform control using only longitudinal information There is a limit.

By integrating the adaptive cruise control (ACC) module and the lane keeping system (LKS) module that carries out the steering control so that the vehicle can maintain the lane, comprehensive information of the vehicle's longitudinal direction and steering information The control performance against the environment can be improved.

When the various modules to be mounted on the vehicle are developed as a single integrated module, the importance of technology for verifying whether the software for controlling the module operates normally and verifying the performance is emerging.

Accordingly, the present invention provides a technique for verifying the overall operation and performance of the integrated module for improving the automatic traveling control performance of the vehicle.

In addition, the present invention provides a technique for evaluating control performance of a program unit for an integrated module for vehicle control.

Also, the present invention provides a performance verification technique that is easy to implant as a new hardware platform for vehicle control.

According to an aspect of the present invention, there is provided an apparatus for verifying the performance of an ACC / LKS integrated controller for a vehicle, comprising: an adaptive cruise control module for performing control for maintaining distance with a vehicle ahead; An integrated control unit 110 integrally implementing a control module; A vehicle model unit 120 for receiving the signals output from the integrated control unit and providing the vehicle output signals to the integrated control unit after being simulated; A vehicle network communication bus 150 for providing a path for transmitting and receiving data and signals between the devices; (130, 140) for acquiring data and signal flow transmitted and received between the integrated control unit and the vehicle model unit through the vehicle network communication bus and evaluating and verifying the operation of the integrated control unit.

In addition, the ACC / LKS integrated controller for a vehicle according to the present invention is a method for verifying the performance of an integrated ACC / LKS integrated controller for a vehicle that incorporates an adaptive cruise control module and a lane keeping control module to a vehicle model unit and a surveillance system A method of verifying the performance of an ACC / LKS integrated controller for a vehicle, comprising the steps of: providing an integrated ACC / LKS integrated controller for a vehicle; Providing an ACC / LKS integrated controller for a vehicle to a vehicle model unit, the vehicle control signal being calculated in correspondence with road driving situation information; And the monitoring system collects driving simulation data of the vehicle model to evaluate the operation performance of the adaptive cruise control module and the lane-keeping control module provided in the ACC / LKS integrated controller for the vehicle.

According to the present invention, the operation of the integrated module for vehicle control can be verified, the performance can be evaluated, and the new hardware platform is easy to implant. In order to evaluate the performance of the integrated controller with the adaptive cruise control module and the lane-keeping control module, the simulator-based experiment was performed prior to the actual vehicle test, and various data were provided in advance to effectively perform the functions and performance evaluation throughout the system It is possible to provide an integrated environment that can be used.

In addition, according to the present invention, it is possible to evaluate the individual control performance by dividing the OS into a program unit executed according to real-time requirements by application of a vehicle OS and to easily transfer the developed program module to a new hardware platform, The cost can be reduced.

1 is a configuration diagram of a vehicle OS-based simulation system for evaluating performance of an integrated controller according to the present invention;
[Fig. 2] is a view showing the three-degree-of-freedom in the longitudinal direction, the lateral direction and the yaw direction of the vehicle model,
3 is a view for explaining the 4-DOF of the vehicle wheel,
4 is a diagram showing a configuration of a task for implementing software of an integrated control unit for a vehicle in the present invention,
5 is a state transition diagram of a task included in the vehicle integrated control unit in the present invention,
6 is an operation timing diagram for each task of the integrated control unit in the present invention,
7 is a diagram showing a relationship between a vehicle model and an integrated control unit in the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the drawings attached hereto are provided for the purpose of understanding the technical idea of the present invention, and the present invention is not limited by the form or arrangement of the drawings. In the following, portions considered necessary for understanding the present invention will be described, and other portions may be omitted from the specification.

An electronic control unit (ECU), which controls the overall operation of the vehicle, needs verification of the vehicle software before it is applied to an actually developed vehicle (hereinafter referred to as a "real vehicle"). First, let's look at a general method of verifying the developed vehicle software.

As the development cycle of the vehicle becomes shorter and the ECU of the vehicle becomes complicated, the development procedure of the 'V-model' is applied. In the V-model, the controller is designed by performing MILS (Model-In-the-Loop Simulation) using the mathematically modeled control object and the modeled controller. In this paper, we propose a software-in-the-loop simulation (SILS) using a control target model implemented by software and a controller that is verified through MILS.

EILS is implemented by using controller implemented by real ECU and control object implemented by software. EILS analyzes the actual execution time of the control algorithm, which is difficult to grasp by SILS, and can identify the problems. Therefore, in the present invention, a description will be given of a technique for performing simulation in the EILS method.

1 is a configuration diagram of a vehicle OS-based simulation system for evaluating the performance of an integrated controller according to the present invention. 1, a simulation system to which the present invention is applied includes an integrated control unit 110, a vehicle model unit 120, a monitoring module 130, a control computer 140, and a vehicle network communication bus 150 .

The integrated control unit 110 includes a real-time operating system 111 for a vehicle, an adaptive cruise control module 112, and a lane-keeping control module 113. A real-time operating system (OSEK) 111 for a vehicle is a standardized operating system for reuse and safety of the integrated control unit 110, and supports the operation of other modules. The adaptive cruise control module 112 is a module that performs overall control of the operation for maintaining the inputted set speed and maintaining the distance from the preceding vehicle. In addition, the lane-keeping control module 113 is a module for assisting the vehicle to maintain the lane. The integrated controller 110 according to the present invention may include various other modules, which will be described in detail with reference to the following drawings.

The vehicle model unit 120 sets the 7-degree of freedom vehicle model 121 as a reference. At this time, the vehicle model unit 120 is set as the 7-degree-of-freedom vehicle model 121 in order to apply the steering angle value and the braking torque value output from the integrated control unit 110 to create an experimental environment close to the actual vehicle . Accordingly, the vehicle model unit 120 controls the vehicle based on the information output from the integrated control unit 110, and provides the result information on which the control is performed to the integrated control unit 110. [

The vehicle model part 120 of the simulator for evaluating the performance of the integrated control part 110 according to the present invention sets the 7-degree of freedom vehicle model 121 as a reference. However, the present invention can be equally applied to a vehicle model unit 120 having a different form than the 7-DOF model 121. [ In the case of having a different vehicle model, the form and amount of the control information may be different. If the vehicle model unit 120 has a different form, the signals provided by the present invention are different, and the types of data exchanged between the vehicle model units 120 may vary. In the following description, the vehicle model unit 120 will be described on the basis of the 7-degree-of-freedom vehicle model 121. [

The vehicle model unit 120 according to the present invention can receive the braking torque value from the adaptive cruise control module 112 of the integrated control unit 110 and receive the steering angle value from the lane keeping control module 113. [ The vehicle model unit 120 applies the braking torque value thus received to the 7-degree of freedom model 121 to generate a braking force on each wheel, and applies the steering angle value to the 7-degree of freedom model 121 It adds to the steering angle operated by the driver and assists the steering force of the vehicle.

On the other hand, the 7-degree-of-freedom vehicle model consists of three degrees of freedom in the longitudinal, lateral and yaw directions and four degrees of freedom in the vehicle wheels. The 7-degree-of-freedom vehicle model 121 will be briefly described with reference to [Figure 2] and [Figure 3].

FIG. 2 and FIG. 3 are conceptual explanations of a 7-degree-of-freedom vehicle model 121 that can be applied to the present invention. 2 is a view showing three degrees of freedom in the longitudinal direction, the lateral direction and the yaw direction of the vehicle model, and Fig. 3 is a view for explaining the four-degree of freedom of the vehicle wheel.

In Fig. 2, the wheel distance of the vehicle is L, the traveling direction of the vehicle is x, and the lateral direction of the vehicle is y. And also shows that different forces are applied to each wheel. Referring to FIG. 3, two wheels connected to one axis are driven by different forces.

In this way, the equation of motion for the 3-DOF in the form shown in FIGS. 2 and 3 is expressed as Equation (1), and the equation of motion for the 4-DOF for each wheel is expressed by Equation (2) < / RTI >

The variables and symbols used in Equations (1) and (2) are summarized as follows.

Variable (Nomenclature)

: vehicle longitudinal force on wheel i, N

: vehicle longitudinal force on wheel i, N

: vehicle lateral force on wheel i, N

: vehicle lateral force on wheel i, N

: moment of yaw inertia, Nm

: moment of yaw inertia, Nm

: moment of inertia of wheel i rotation, Nm

: moment of inertia of wheel i rotation, Nm

: breaking torque on wheel i, Nm

: breaking torque on wheel i, Nm

: vehicle total mass, kg

: vehicle total mass, kg

: distance from front axle to CoG, m

: distance from front axle to CoG, m

: distance from rear axle to CoG, m

: distance from rear axle to CoG, m

: yaw rate, rad/sec

: yaw rate, rad / sec

: yaw acceleration, rad/sec2

: yaw acceleration, rad / sec2

: steering angle, rad

: steering angle, rad

: slip angle, rad

: slip angle, rad

: x-direction velocity, m/s

: x-direction velocity, m / s

: x-direction acceleration, m/s2

: x-direction acceleration, m / s2

: y-direction velocity, m/s

: y-direction velocity, m / s

: y-direction acceleration, m/s2

: y-direction acceleration, m / s2

: wheel angular acceleration on wheel i, rad/s

: wheel angular acceleration on wheel i, rad / s

: wheel radius on wheel i, m

: wheel radius on wheel i, m

Subscripts

: front

: front

: rear

: rear

: brake

: brake

: wheel number

: wheel number

: vertical factor

: vertical factor

: tire

: hyphen

Referring again to FIG. 1, the monitoring module 130 obtains information on how the vehicle model unit 120 is actually controlled according to the operation of the integrated control unit 110, and stores the information in a database. At this time, the information stored in the database is provided to the control computer 140 as needed or automatically. In this specification, the monitoring module 130 and the control computer 140 are collectively referred to as a monitoring system.

The control computer 140 can be implemented by a general personal computer (PC) as a computer in which a user (engineer) can input specific conditions and the like in simulating a newly designed vehicle model.

The monitoring module 130 confirms the operation between the integrated control unit 110 and the vehicle model 120 and provides the integrated control unit 110 with the information of the road running conditions set by the user at the control computer 140 . In addition, the driving simulation data according to the road driving conditions arbitrarily set by the user can be collected by the monitoring module 130 and stored in the monitoring module 130 or provided to the control computer 140.

When the communication between the integrated controller 110 and the vehicle model unit 120 is performed, the monitoring module 130 and the control computer 140 output the input / output variables as a graph according to time, inform the communication state, and convert them into a database. These variables include the wheel speed, which is the input of the adaptive cruise control task and the longitudinal speed of the vehicle, the global position of the vehicle, which is the input of the lane keeping control task, the steering angle, which is the output of the lane keeping control task, .

In addition, the monitoring module 130 and the control computer 140 may collect vehicle driving simulation data for confirming the operation of the integrated control unit 110, respectively. The driving simulation data of the vehicle include the longitudinal speed of the preceding vehicle, the relative distance to the preceding vehicle, the headway time distance according to the speed of the control vehicle, the minimum safety distance, the slip ratio, the steering angle operated by the driver, . The monitoring module 130 and the control computer 140 evaluate the control performance of the integrated controller 110 by checking the vehicle running simulation data collected from each or one of the monitoring module 130 and the control computer 140

The vehicle network communication bus 150 is a network for transmitting data for inter-module control of an automobile, and may be a bus for a CAN (Controller Area Network) communication in general. The vehicle network communication bus 150 is a communication line for securing stability used for exchanging data with each other or for sending / receiving control signals. Accordingly, the monitoring module 130 may utilize the vehicle network communication bus 150 to provide data to the integrated control unit 110. The monitoring module 130 may collect data exchanged between the integrated control unit 110 and the vehicle model 120 by monitoring the vehicle network communication bus 150 or may be provided from the integrated control unit 110.

4 is a block diagram of a task for implementing software of an integrated control unit for a vehicle in the present invention. 4, the integrated control unit 110 includes an initial task 210, a sensor task 220, an adaptive cruise control task 230, a lane keeping control task 240, (250).

The initial task 210 includes an initialization unit 211 for initializing the system and an alarm setting unit 212 for setting an alarm.

The sensor task 220 includes a road curvature calculation unit 221, a positioning error calculation unit 222, a headway time monitoring unit 223, a vehicle speed monitoring unit 224, And a front inter-vehicle distance calculation unit 225. The sensor task 220 recognizes the driving situation according to the road curvature, the positioning error, the headway time, the vehicle speed and the front-to-rear distance using the various sensors, and outputs the sensed information to the adaptive cruise control task 230 and the lane keeping And provides it to the control task 240.

The sensor task 220 can detect a lane using a predetermined camera mounted on the vehicle, for example, a CCD / CMOS camera, and determine whether the vehicle leaves the lane. In addition, the sensor task 220 can awaken the driver through a primary alarm (alarm) by driving the lane-keeping control task 240 when the vehicle leaves the lane. Also, the sensor task 220 can actively control the steering angle through the lane-keeping control task 240 if there is no response from the driver within a predetermined time after the first alarm at the time of lane departure.

Meanwhile, in the configuration for the simulation shown in FIG. 1, since the vehicle model unit 120 is used instead of the actual vehicle, various sensor values acquired by the sensor task 220 are configured to be provided by the vehicle model unit 120.

The adaptive cruise control task 230 is provided with a braking torque generation unit 231 for generating a braking torque value for maintaining a predetermined distance from the preceding vehicle and a braking torque generation unit 231 provided below the carburetor of the vehicle for pivoting according to the position of the accelerator pedal And a throttle angle adjusting unit 232 for changing the rotational speed of the engine by adjusting the mixing amount of air and fuel entering the cylinder (by opening and closing the valve).

The adaptive cruise control task 230 checks whether the current distance from the forward vehicle provided from the sensor task 220 is less than a preset safety distance. If the current distance is smaller than the safety distance, the previous distance and the current distance can be compared. The adaptive cruise control task 230 maintains the constant speed when the current distance is greater than the previous relative distance and controls to decelerate when the current distance is smaller than the previous state distance. The adaptive cruise control task 230 also checks whether the current speed is lower than a predetermined threshold speed if the current distance is greater than the safety distance, accelerates if the current speed is lower than the threshold speed, do.

The lane-keeping control task 240 includes a steering-angle control unit 241 for maintaining a lane on which the vehicle is traveling. The lane-keeping control task 240 uses the lane-sensing information provided from the sensor task 220 to check whether the current departure distance is within the departure permissible value, and does not adjust the steering angle if it is within the departure permissible value. However, if the current departure distance exceeds the departure permissible value, the predicted departure distance is calculated, and the difference between the current departure distance and the predicted departure distance is calculated and set to move to the left or right side. At this time, if the difference between the current deviation distance and the expected deviation distance is greater than 0, the lane keeping control task 240 may not adjust the steering angle since the vehicle is not continuously deviating from the road.

The operation task 250 includes a set value providing unit 251 for transmitting the braking torque value and the steering angle value generated and modulated in the adaptive cruise control task 230 or the lane keeping control task 240 to the actuator.

5 is a state transition diagram of various tasks constituting an integrated control unit for a vehicle in the present invention. 5, the tasks may include a ready state 310, a running state 320, a suspended state 330, a waiting state 340, , And each of these states will be discussed.

First, the ready state 310 is triggered by another task and is ready for transition to the driving state 320. [ This ready state is a state in which each task is performed before the drive state 320 is reached.

The driving state 320 is a state in which the corresponding task performs a specific operation. For example, the sensor task 220 collects information from various sensors and delivers it to a specific task corresponding thereto. Also, the adaptive cruise control task 230 or the lane-keeping control task 240 performs steering control for performing acceleration / deceleration control or preventing lane departure by calculating an inter-vehicle distance.

When the drive state 320 expires (303), the task transitions to the idle state (330) and maintains the idle state (330). The idle state can be the process of deleting or resetting the previous data. Also, when the idle state 330 is completed and the corresponding task is activated (304), the ready state 310 and the start state 301 can be changed to the driving state 320 together. It may also return to the ready state 310 if the line occupancy 302 is needed in the driving state 320. [

When the driving state receives the standby signal (305), the corresponding task transits to the standby state (340), pauses the operation, and maintains the standby state (340). If the waiting state 340 is canceled due to a specific event (306), the corresponding task is released from the waiting state, and can transition to the driving state 320 together with the start signal through the ready state 310. [

As described above, each of the tasks shown in FIG. 4 has one of the four states shown in FIG.

In addition, the tasks of the integrated controller 110 according to the present invention can be executed according to real-time requirements in a real-time operating system, and real-time task management, interrupt processing, and shared resource management are possible. The vehicle real-time operating system 111 of the integrated controller 110 supports these tasks to be executed asynchronously, and has any one of the four states shown in FIG. 5. The execution order of these tasks is determined according to the priority. For example, when two or more different tasks require specific processing, a task having a higher priority may be performed first, and then a task having the next highest priority may perform an operation.

The tasks included in the integrated control unit 110 according to the present invention are preferably performed by the initial task 210, the sensor task 220, the operation task 250, the lane keeping control task 240, the adaptive cruise control task 230, In order of priority. Therefore, when there is a need to perform different tasks simultaneously in the integrated control unit 110, the tasks with higher priority are driven first.

The configuration described in FIG. 4 and the operation of the integrated control unit 110 having the state described in FIG. 5 will now be described with reference to FIG.

6 shows one embodiment of the operation timing of the tasks constituting the integrated control unit 110 in the present invention. Referring to FIG. 6, the sensor task 220 is triggered at time t1 before the initial task 210 transitions from the driving state 320 to the idle state 330 at time t0. The sensor task 220 transitions to the ready state 310 until time t11 and then transitions from the time t11 to the driving state 320 to determine whether a specific operation is necessary based on signals input from various sensors.

After the initial task 210 ends, the activated sensor task 220 collects signals input from various sensors to determine whether to perform a specific operation. For example, the sensor task 220 may calculate various information related to a traveling road, such as a road curvature or a lateral position error, based on a measurement signal input from various sensors. In addition, the sensor task 220 can determine whether the lane-keeping control task 240 needs to be executed based on this.

Also, the sensor task 220 can determine the headway time value based on the information input from these sensors, measure the longitudinal speed of the 7-degree-of-freedom vehicle model 121, and calculate the distance to the preceding vehicle . The sensor task 220 compares the headway time distance according to the measured longitudinal speed, the driver-set speed, and the headway time value with the distance to the preceding vehicle, ) Can be determined.

 The sensor task 220 activates the action task 250 to make the action task ready before executing the adaptive cruise control task 230 and the lane keeping control task 240. [ At time t2, the active task 250 activated by the sensor task 220 transitions to the ready state by time t21, and then transitions to the driving state at time t21. The operation task 250 transits the lane keeping control task 240 and the adaptive cruise control task 230 to the ready state at the time t3 and transits to the waiting state from the time t3.

If it is determined that the adaptive cruise control task 230 and the lane keeping control task 240 need to be activated as a result of the determination by the sensor task 220, the lane keeping control task 240, and transits to the driving state 320 at time t3. When the driving state 320 of the lane-keeping maintenance control task 240 expires, an event signal is given to the operation task 250, and the state may transition from the time t4 to the time t41 through the waiting state 310 and the driving state 320 .

In the example shown in FIG. 6, the lateral position error increases to a predetermined threshold or more, and the sensor task 220 activates the lane keeping control task 240. The activated lane-keeping control task 240 may adjust the steering angle value according to the lane-keeping algorithm and transmit it to the operation task 250. 6, the lane-keeping control task 240 may be configured to input steering angle control information when a specific operation is required.

Accordingly, the operation task 250 is triggered at time t4 and transits to the driving state 320 via the waiting state 310 until time t41. When the operating task 250 transitions to the driving state 320, the braking steering angle created and modulated in the lane-keeping control task 240 may be transmitted to the actuator. The active task 250 activated by the lane-keeping control task 240 may thus transmit information about the steering angle value to the vehicle model unit 120 via the vehicle network communication bus 150. [ Also, when the operation task activated by the lane maintenance control task expires, the operation task transits to the standby state again.

Thereafter, the adaptive cruise control task 230 in the ready state further has a further transition from the time t5 to the drive state 320. [ That is, both of the lane-keeping control task 240 and the adaptive cruise control task 230 need to be driven. When two different tasks need to be driven, the lane keeping control task 240 having a high priority is driven first. Accordingly, in FIG. 6, when the adaptive cruise control task 230 has the drive state 320 until t6, it generates the braking torque value according to the adaptive cruise control algorithm and transmits it to the operation task 250.

The transmission of the braking torque value to the operation task 250 is such that the adaptive cruise control task 230 provides an event signal to the operation task 250. At time t6, the active task 250 activated by the adaptive cruise control task 230 operates in the drive state 320 until the time t7 through the ready state 310 until time t61. Accordingly, the operation task 250 may transmit the braking torque value provided from the adaptive cruise control task 230 from the time t61 to the time t7 to the vehicle model unit 120 via the vehicle network communication bus 150. [

As shown in FIG. 6, one period may be a period in which the sensor task 220 is driven, and a driving period of the sensor task 220 may be set to a very short time such as 5 ms. 6, when the operation task 250 activates the lane keeping control task 240 and the adaptive cruise control task 230, the lane keeping control task 240 having a higher priority is executed first, The low priority adaptive cruise control task 230 is executed after the operation of the high priority task is completed.

7 is a diagram showing a relationship between a vehicle model and an integrated control unit in the present invention. 7, the integrated control unit 110 includes an adaptive cruise control module 112 and a lane-keeping control module 113, and the vehicle model 120 includes a 7-degree-of-freedom vehicle model 121 Assumption will be described below.

The adaptive cruise control module 112 included in the integrated control unit 110 may be the adaptive cruise control task 230 of FIG. 4 and the lane-keeping control module 113 may be the lane- Task 240 as shown in FIG.

As described above, the adaptive cruise control module 112 receives the set speed information set by the driver, and additionally receives the distance from the vehicle located in front of the automobile from the sensor task 220, that is, the inter-vehicle distance. Also, the adaptive cruise control module 112 may receive the traveling direction speed information of the vehicle from the vehicle model unit 120. [ Accordingly, the adaptive cruise control module 112 can generate and provide commands to the vehicle model unit 120 to command the vehicle to accelerate or decelerate based on the information of the inter-vehicle distance, the set speed, and the traveling direction based on such information.

The lane-keeping control module 113 can receive the steering command provided from the driver and can receive the information of the road model (road curvature) obtained from the sensor task 220. [ Also, x global coordinates and y global coordinates can be obtained from the vehicle model unit 120. These x global coordinates and y global coordinates may be coordinates, for example, latitude and longitude, for specifying a specific position of the vehicle on the road. The lane-keeping control module 113 determines whether or not the lane departure is based on the received information. If a lane departure has occurred but also a continuous lane departure is expected to occur, a steering angle modulation command can be generated and provided to the vehicle model unit 120. At this time, the lane-keeping control module 113 may preferably provide a warning sound to the driver before generating the steering angle modulation command.

When the steering command is received after the warning sound is provided, the lane-keeping control module 113 generates the steering angle modulation information based on the steering command inputted by the driver and the route information expected in the future to prevent lane departure, ).

The integrated control unit 110 is a module for integrally controlling the adaptive cruise control module 112 and the lane keeping control module 113. The adaptive cruise control module 112 preferably uses a radar signal to compute the inter-vehicle distance, and the lane-keeping control module 113 uses the image signal to define the model of the road.

Therefore, when each of them is separately implemented, a large amount of data transmission occurs in the communication channel, so that the load of the communication channel increases sharply. However, as in the present invention, when the integrated controller 110 is integrated into a single module, overload of the communication channel can be reduced. Further, the burden on the driver for long-distance driving or carelessness can be reduced, and the driving stability can be improved. The lane keeping control module 113 learns the road information in advance, and the adaptive cruise control module 112 determines the speed at which the road shape is considered, Control implementation is possible.

Application of the integrated controller verification technology of the present invention can save development cost and time, and solve the incompatibility problem caused by various interfaces and protocols of various manufacturers. It can also solve the constant cost increase problem for developing and managing software for a specific control device and can provide a standardized interface for a control device designed with a different architecture. In addition, it is possible to provide a sequential and distributed intelligent system for improving overall system performance without adding hardware, and it can be easily ported to a new hardware platform to provide high reusability.

The above-described embodiments are only illustrative of specific examples for the purpose of illustrating the technical idea of the present invention, and do not limit the scope of the present invention. Therefore, the scope of the present invention includes all the modified forms derived from the technical idea of the present invention, in addition to the embodiments disclosed herein.

The present invention can also be embodied in the form of computer readable code on a computer readable recording medium. At this time, the computer-readable recording medium includes all kinds of recording apparatuses in which data that can be read by a computer system is stored.

Examples of the computer-readable recording medium include a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, an optical data storage, and the like, and may be implemented in the form of a carrier wave . The computer-readable recording medium can also be stored and executed by a computer-readable code in a distributed manner on a networked computer system. And functional programs, codes, and code segments for implementing the present invention can be easily deduced by programmers skilled in the art to which the present invention belongs.

As described above, the embodiments of the present invention have been disclosed in the present specification and drawings, and although specific terms have been used, they have been used only in a general sense to easily describe the technical contents of the present invention and to facilitate understanding of the invention. And is not intended to limit the scope of the invention. It will be apparent to those skilled in the art that other modifications based on the technical idea of the present invention are possible in addition to the embodiments disclosed herein.

110:
111: Real-time operating system (OSEK)
112: adaptive cruise control module (ACC)
113: Lane keeping control module (LKS)
120: Vehicle model part
121: 7- Freedom Vehicle Model
130: Monitoring module
140: Control computer
150: Vehicle network communication bus
210: Initial task
211:
212: Alarm setting unit
220: Sensor tasks
221: road curvature calculation unit
222: Positioning error calculation unit
223: Headway time monitoring section
224:
225: Front inter-vehicle distance calculation unit
230: Adaptive Cruise Control Task
231: Braking torque generating section
232: Throttle angle adjusting section
240: Lane keeping control task
241: Steering angle control section
250: Operation task
251:

Claims (9)

An integrated control unit (110) which integrates an adaptive cruise control module for performing the control for maintaining the inputted set speed and for maintaining the forward distance to the vehicle and a lane keeping control module for controlling the driving lane of the vehicle to be maintained;
A vehicle model unit 120 for receiving signals output from the integrated control unit and providing vehicle output signals to the integrated control unit after being simulated;
A vehicle network communication bus 150 for providing a path for transmitting and receiving data and signals between the devices;
A monitoring system (130, 140) for acquiring data and signal flow transmitted and received between the integrated control unit and the vehicle model unit through the vehicle network communication bus to evaluate and verify the operation of the integrated control unit;
And an ACC / LKS integrated controller for a vehicle.
The method according to claim 1,
The integrated controller 110 is operated on a real-time operating system for a vehicle,
The vehicle model unit 120 is provided with a seven-degree-of-freedom vehicle model having three degrees of freedom in the longitudinal direction, the lateral direction and the yaw direction, and four degrees of freedom in the vehicle wheel,
The monitoring systems 130 and 140 provide the road running situation information set externally to the integrated control unit and collect the vehicle running simulation data of the integrated control unit according to the provided information to evaluate the performance of the integrated control unit A device for verifying the performance of an ACC / LKS integrated controller for a vehicle.
The method of claim 2,
The integrated control unit 110,
An initial task 210 for initializing and alarming the integrated control unit and generating a drive trigger;
A sensor task 220 for calculating a road curvature, a lateral position error, a distance to a preceding vehicle, vehicle speed information, and a headway time based on data provided from the vehicle model unit, );
A braking torque value for maintaining the distance from the preceding vehicle based on the set speed information provided from the monitoring system, the distance information to the preceding vehicle provided from the sensor task, and the traveling direction speed provided from the vehicle model unit, An adaptive cruise control task 230 for generating a throttle angle adjustment value;
Generates steering angle adjustment values for maintaining the lane in which the vehicle is running based on steering commands provided from the monitoring system, road curvature information provided from the sensor task, and x, y global coordinates provided from the vehicle model unit A lane-keeping control task 240;
An operation task (250) for providing the braking torque value, the throttle angle adjustment value, and the steering angle adjustment value generated by the adaptive cruise control task and the lane keeping control task to the vehicle model unit via the vehicle network communication bus;
Wherein the ACC / LKS integrated controller comprises:
The method of claim 3,
Wherein the priority order for determining the driving order of each of the tasks has a higher priority in the order of the initial task, the sensor task, the operation task, the lane keeping control task, and the adaptive cruise control task. Performance verification device.
The method of claim 4,
Each of the above-
Ready state ready before performing an action;
A driving state for performing a preset operation;
An idle state in which the operation is expired and not driven;
A standby state in which operation is temporarily stopped and waited;
And a controller for verifying the performance of the ACC / LKS integrated controller for a vehicle.
A method for verifying the performance of an ACC / LKS integrated controller for a vehicle by connecting an ACC / LKS integrated controller for a vehicle that integrates an adaptive cruise control module and a lane maintenance control module with a vehicle model unit and a surveillance system through a vehicle network communication bus,
Providing the monitoring system with the ACC / LKS integrated controller for the vehicle by integrally implementing road driving situation information;
Providing the vehicle ACC / LKS integrated controller with a signal for controlling the vehicle in response to the road running situation information to the vehicle model unit;
The surveillance system collecting driving simulation data of the vehicle model and evaluating the operational performance of the adaptive cruise control module and the lane keeping control module provided in the ACC / LKS integrated controller for a vehicle;
Wherein the ACC / LKS integrated controller comprises:
The method of claim 6,
Calculating the road curvature, the lateral position error, the distance to the preceding vehicle, the vehicle speed information, and the headway time based on the data provided from the vehicle model unit by the ACC / LKS integrated controller for the vehicle;
The adaptive cruise control module calculates the braking torque value for maintaining the distance from the preceding vehicle based on the set speed information provided in the monitoring system, the calculated distance information to the preceding vehicle, and the traveling direction speed provided by the vehicle model unit Generating a throttle angle adjustment value;
Wherein the lane-keeping control module generates a steering angle adjustment value for maintaining a traveling lane based on the steering command, the road curvature information, and the x, y global coordinates provided by the vehicle model unit, provided in the monitoring system;
The ACC / LKS integrated controller for a vehicle providing the generated braking torque value, throttle angle adjustment value, steering angle adjustment value to the vehicle model unit via the vehicle network communication bus;
Further comprising the steps of: determining whether the ACC / LKS integrated controller is in operation.
Providing the road running situation information through a vehicle network communication bus to a vehicle ACC / LKS integrated controller in which the monitoring system integrally implements road driving situation information and integrates an adaptive cruise control module and a lane keeping control module;
Providing the vehicle ACC / LKS integrated controller with a signal for controlling the vehicle in response to the road driving situation information to the vehicle model unit via the vehicle network communication bus;
The surveillance system collecting driving simulation data of the vehicle model and evaluating the operational performance of the adaptive cruise control module and the lane keeping control module provided in the ACC / LKS integrated controller for a vehicle;
Readable recording medium having recorded thereon a program for causing a computer to execute:
The method of claim 8,
Calculating the road curvature, the lateral position error, the distance to the preceding vehicle, the vehicle speed information, and the headway time based on the data provided from the vehicle model unit by the ACC / LKS integrated controller for the vehicle;
The adaptive cruise control module calculates the braking torque value for maintaining the distance from the preceding vehicle based on the set speed information provided in the monitoring system, the calculated distance information to the preceding vehicle, and the traveling direction speed provided by the vehicle model unit Generating a throttle angle adjustment value;
Wherein the lane-keeping control module generates a steering angle adjustment value for maintaining a traveling lane based on the steering command, the road curvature information, and the x, y global coordinates provided by the vehicle model unit, provided in the monitoring system;
The ACC / LKS integrated controller for a vehicle providing the generated braking torque value, throttle angle adjustment value, steering angle adjustment value to the vehicle model unit via the vehicle network communication bus;
Readable recording medium having recorded thereon a program for causing a computer to execute:

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