KR20180064639A - Vehicle and control method thereof - Google Patents

Abstract

The present invention relates to a vehicle and a control method thereof. By using a driving assistant system of a vehicle, a wheel alignment failure of the vehicle is determined. By generating an alert when the wheel alignment failure is detected, a user is informed of the failure via the alert. To this end, the control method of the vehicle according to the present invention comprises: a step of determining an actual driving path of the vehicle from driving road information of the vehicle; a step of determining a predicted driving path of the vehicle from steering angle information of the vehicle; a step of calculating an error between the actual driving path and the predicted driving path; and a step of generating the alert to inform the wheel alignment failure of the vehicle when the error is greater than a predetermined reference value.

Description

VEHICLE AND CONTROL METHOD THEREOF

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile, and more particularly to a wheel alignment control of an automobile.

The wheel alignment of a car means the geometrical alignment state of the wheel. Generally, four factors such as a kingpin inclination angle, a camber, a caster, and a toe / toe out are set. The wheel alignment greatly affects the running stability of the car, the maneuverability, tire wear and the like. Since the wheel alignment changes depending on the posture and the load of the vehicle, the state of the wheel alignment is defined as a value when the vehicle is placed on a horizontal plane and stopped in a straight state.

When the state of the wheel alignment is poor, the vehicle body tends to lean when the vehicle travels, vibration increases, and uneven wear of the tire occurs, thereby shortening the service life.

For this reason, it is necessary to frequently check the wheel alignment in terms of maintenance of the vehicle and operate the vehicle in a normal state. However, it is inconvenient to use a tire shop or a garage to check whether the wheel alignment of a car is faulty.

According to an aspect of the present invention, an object of the present invention is to determine a wheel alignment failure of an automobile by using a driving assistance system of an automobile, and to generate an alarm upon detection of wheel alignment failure to notify a user.

According to another aspect of the present invention, there is provided a method of controlling an automobile according to the present invention, the method comprising the steps of: determining an actual traveling path of the automobile from the running lane information of the automobile; Determining a predicted driving route of the automobile from steering angle information of the automobile; Calculating an error between the actual travel route and the estimated travel route; And generating an alarm for notifying of a wheel alignment failure of the automobile when the error is greater than a preset reference value.

In the above-described method for controlling an automobile, the driving lane information of the automobile is acquired using the driving assistance system of the automobile.

In the automobile control method described above, the auxiliary traveling system of the automobile includes at least one camera and at least one radar.

In the above-described method for controlling an automobile, at least one camera is excluded when driving at night, and the driving lane information is acquired.

In the automobile control method described above, the at least one camera includes a front camera and an arousal view camera.

In the above-described automobile control method, the steering angle information of the automobile is obtained using the steering angle sensor of the automobile.

In the above-described control method for an automobile, it is determined that the wheel alignment of the automobile is bad when the state in which the error is greater than the predetermined reference value is repeated a predetermined number of times or more.

According to the present invention, there is provided an automobile comprising: a traveling assistance system for acquiring information on a driving lane of an automobile; A steering angle sensor for obtaining steering angle information of the automobile; Determining an actual travel route of the automobile from the travel lane information of the automobile, determining a predicted travel route of the automobile from the steering angle information of the automobile, calculating an error between the actual travel route and the predicted travel route, And a control unit for generating an alarm for informing the wheel alignment failure of the automobile when the error is greater than a preset reference value.

In the automobile of the above-described object, the auxiliary traveling system of the automobile includes at least one camera and at least one radar.

In the automobile described above, the control unit excludes the at least one camera at night driving and acquires the driving lane information.

In the automobile described above, the at least one camera includes a front camera and an arousal view camera.

In the automobile described above, the control unit obtains the steering angle information of the automobile using the steering angle sensor of the automobile.

In the automobile described above, the controller determines that the wheel alignment of the automobile is bad if the error is repeated more than a preset reference number of times when the error is greater than the preset reference value.

Another control method for an automobile according to the present invention includes the steps of determining an actual travel route of the automobile from information of the drive lane acquired by using a travel assistance system of the automobile; Determining a predicted traveling route of the automobile from steering angle information obtained using the steering angle sensor of the automobile; Calculating an error between the actual travel route and the estimated travel route; And generating an alarm for notifying the wheel alignment failure of the automobile when the error is repeated more than a predetermined reference number of times when the error is greater than a preset reference value.

According to another aspect of the present invention, there is provided a vehicle including: a traveling assistance system for obtaining information as a traveling vehicle of an automobile; A steering angle sensor for obtaining steering angle information of the automobile; Determining an actual travel route of the automobile from the travel lane information acquired using the driving assistance system of the automobile and determining an expected travel route of the automobile from the steering angle information acquired using the steering angle sensor of the automobile, Calculating an error between the travel route and the predicted travel route, and generating an alarm for notifying the wheel alignment failure of the automobile if the error is repeated more than a predetermined reference number of times when the error is greater than a preset reference value.

According to an aspect of the present invention, a wheel alignment failure of an automobile is determined using a driving assistance system of an automobile, an alarm is generated when a wheel alignment failure is detected, and the user is notified, And provides the effect of taking necessary measures.

1 is a view illustrating a vehicle according to an embodiment of the present invention.
FIG. 2 is a diagram showing the components of a driving assistance system ADAS according to an embodiment of the present invention.
3 is a view showing a control system of an automobile according to an embodiment of the present invention.
4 is a view showing a travel path error caused by a wheel alignment failure that may occur in a vehicle according to an embodiment of the present invention.
6 is a flowchart showing a method for determining a wheel alignment failure of an automobile according to the embodiment of the present invention.
7A and 7B are views showing a first embodiment of the judgment of the actual travel route of the automobile shown in Fig.
8A to 8C are views showing a second embodiment of the actual travel route judgment of the automobile shown in Fig.
9A to 9C are views showing a third embodiment of the actual travel route judgment of the automobile shown in Fig.
Figs. 10A and 10B are diagrams showing a method for determining a calculated travel route of the automobile shown in Fig. 6;
11 is a view showing still another embodiment for determining an actual travel route in consideration of a failure of the travel assistance system of the vehicle or a travel environment equivalent thereto.

1 is a view illustrating a vehicle according to an embodiment of the present invention. The automobile 100 shown in Fig. 1 has the following structure externally.

The windshield 112 is provided on the upper front side of the main body 110 to protect the passenger from the wind while providing a front view to the passenger inside the automobile 100. The outside mirror 114 provides the occupant with a side view and a side view of the vehicle 100 rearward. The outside mirrors 114 may be provided on the left and right doors 190, respectively.

The door 190 is rotatably provided on the left and right sides of the main body 110 so that the passenger can enter and leave the vehicle when the vehicle is opened. The door 190 can be locked / unlocked using the door locking device 192. Locking / unlocking of the door locking device 192 is performed by a method in which the user approaches the vehicle 100 and directly operates the buttons or levers of the door locking device 192 and a method of operating the remote controller at a position remote from the vehicle 100. [ Or the like to remotely lock / unlock.

The antenna 152 is for receiving telematics, broadcasting / communication signals such as DMB, digital TV, GPS, etc., and may be a multifunctional antenna for receiving various types of broadcasting / communication signals, or receiving a broadcasting / Lt; / RTI > antenna.

The front wheel 122 and the rear wheel 124 are located at the front and rear of the automobile 100 and are provided to be rotated by receiving power from an engine (not shown).

FIG. 2 is a diagram showing the components of a driving assistance system ADAS according to an embodiment of the present invention.

2, a front RADAR 202, a front camera 262, and a front camera 262 are provided for implementing the ADAS of the automobile 100 according to the embodiment of the present invention. A pair of rear radar 204, an angle of view camera 206, an illuminance sensor 208, a navigation 210, a yaw rate sensor (IMU) 212, an electronic steering wheel (MDPS) 214, And a sensor (SAS) 252.

The front radar 202 and the front camera 262 may be for implementing a Smart Cruise Control (SCC) or a Lane Keeping Assist System (LKAS). The traveling steering assist system (LKAS) is for controlling the vehicle (100) to travel in the center of the lane with the aimed trajectory so that the vehicle (100) does not depart from the lane regardless of the will of the driver.

The front radar 202 is installed in the air inlet or radiator grille in front of the automobile 100. The front radar 202 is used to measure the traveling speed of another automobile and the distance to another automobile by detecting another automobile running on the front of the automobile 100. [ Further, the front radar 202 is used to identify another vehicle sensed through the front camera 162, to measure the longitudinal relative speed of the other vehicle, to grasp the traffic situation ahead of the vehicle 100, and to identify the guardrail do.

The front camera 262 may be provided near the room mirror in the indoor boarding space or may be integrally provided inside the room mirror. The front camera 262 is used to detect the situation of other cars in front of the automobile 100 and to identify the lane.

The pair of rear radars 204 may be for implementing Blind Spot Detection (BSD). The rear radar 204 is installed at the left and right ends of the interior of the bumper at the rear of the automobile 100. The rear radar 204 is used to identify the approaching and traffic situation of another vehicle on the rear side of the automobile 100, and to identify the guard rails and the like.

In the embodiment of the present invention, an electronic control unit (see 302 in FIG. 3) automatically operates the electric steering wheel 214 according to the situation of other vehicles around the automobile 100, The direction of travel can be adjusted. For this, the electronic steering wheel 214 of the automobile 100 according to the embodiment of the present invention may be an MDPS system. The electronic steering wheel 214 may also include a steering angle sensor 252. The steering angle sensor 252 of the electronic steering wheel 214 provides current steering information to the ECU (302 in FIG. 3).

The surrounding view camera 206 is a camera for implementing the surrounding view monitoring function. The surround view camera 206 is composed of four cameras, one for each of the front and rear of the vehicle 100 and the lower ends of the left and right side mirrors 114. It is possible to obtain an image of the vehicle 100 as if it was photographed from a high place above the vehicle 100 through the surrounding view camera 206, thereby obtaining the surrounding environment, lane information, and surrounding vehicle information of the vehicle 100 . The screen acquired through the surrounding view camera 206 may be displayed through the navigation unit 210. [

It operates within 20km / h and displays the real-time parking trajectory according to the operation.

The light intensity sensor 208 is used to identify daytime / nighttime.

The navigation unit 210 provides status information such as a straight line / curve of a vehicle driven by the vehicle 100, tunnel information, and the like.

The yaw rate sensor (IMU) 212 provides information on the behavior of the vehicle 100, for example, a straight line or a turn.

The ADAS is available in various forms, including Smart Cruise Control (SCC), Lane Keeping Assistance System (LKAS), and Autonomous Emergency Braking (AEB). Thereby assisting the driving of the automobile 100.

The Smart Cruise Control (SCC) is a system that automatically maintains an appropriate distance from the preceding vehicle by using the front radar 202 of the automobile 100. If the preceding cruise control (SCC) function is active, if the preceding car does not exist, the cruise control system maintains the proper distance from the preceding car when the preceding car appears. The driver can operate very conveniently because he / she is involved only in the steering and does not participate in the acceleration / deceleration of the vehicle 100. [ In addition, unnecessary acceleration / deceleration is greatly reduced, which contributes to the improvement of fuel efficiency.

The lane maintenance assist system (LKAS) is a system that automatically controls the on-going vehicle 100 so that it does not depart from the driving lane. The front camera 216 is used to identify a lane, a center line, and the like in an image taken in front of the automobile 100. When the vehicle 100 leaves the driving lane, the alarm is issued to the driver by vibrating the steering wheel 214 or by outputting a warning sound through a speaker. Further, the ECU (302 in FIG. 3) So as to prevent the vehicle 100 from leaving the driving lane.

The automatic emergency braking system (AEB) is a safety system that recognizes a vehicle or a pedestrian when a forward collision is expected, and alleviates damage through active braking in a forward collision situation. The front camera 262 or the frontal radar 202 of the automobile 100 autonomously analyzes the forward situation of the automobile 100 under the condition that the automatic emergency braking system AEB is activated, If no action is taken or the action is late, the vehicle 100 may slow down or stop by itself.

3 is a view showing a control system of an automobile according to an embodiment of the present invention.

3, a steering angle sensor 252 and a speed sensor 310, a front radar 202, a rear radar 204, a front camera 262, an illuminance sensor 208, The yaw rate sensor 212 is communicably connected. A brake driver 314, an alarm generator 318, a steering wheel driver 322, a cluster 352, and a speaker 362 are connected to the output side of the ECU 302, And is communicably connected.

ECU 302 receives manipulated variable information (for example, rotation angle information) of steering wheel 214 via steering angle sensor 252. [ The manipulated variable information of the steering wheel 214 detected through the steering angle sensor 252 can be used to obtain the running direction information of the automobile 100. [

Further, the ECU 302 receives the speed information of the automobile 100 through the speed sensor 310. The speed information of the automobile 100 may be speed information based on the rotational speed of the wheels 122 and 124 collected through the encoder provided in the wheel 264. [ The speed information of the automobile 100 can be collected based on the air flow rate around the automobile 100 as well as the encoder of the wheels 122 and 124. [ The speed information of the automobile 100 can be used for controlling the cruise control of the automobile 100, the control of the relative speed of the automobile 100, and the distance maintenance control.

The ECU 302 also receives forward distance information, backward distance information, and image data from the front radar 202, the rear radar 204, and the front camera 262, respectively. The forward distance information, the backward distance information, and the image data can be used to grasp the situation of the other vehicle in the front, rear, and side of the vehicle 100.

The ECU 302 receives information on the current illuminance from the illuminance sensor 208. [ The ECU 302 identifies not only the current illumination but also the day / night through the illumination information received from the illumination sensor 208. [

The ECU 302 receives information about the behavior of the vehicle 100, such as a straight line or turning, from the yaw rate sensor 212. The ECU 302 identifies the straight / turn running of the automobile 100 through the behavior information of the automobile 100 received from the yaw rate sensor 212. [

The ECU 302 receives information on the route that the vehicle 100 is currently traveling from the navigation system 210. [ The ECU 302 determines the state of a straight line / curve of a path (lane) on which the vehicle 100 is traveling or is going to travel, and the presence or absence of a tunnel through the information received from the navigation device 210.

The ECU 302 also generates a plurality of control signals for controlling the vehicle 100 in the constant speed running mode. The plurality of control signals generated by the ECU 302 may include a display control signal, a throttle valve control signal, a brake control signal, a cluster control signal, and a speaker control signal.

The display control signal is a control signal for causing the display driver 312 to display information of a desired content on the display 324. [

The throttle valve control signal is a control signal for adjusting the opening degree of the throttle valve 326 by driving the throttle valve driving section 314. [ The throttle valve 326 is a valve for adjusting the amount of air supplied to the engine, and basically, its opening degree can be adjusted in response to the user's accelerator pedal operation. The ECU 302 in the overtaking assistance control according to the embodiment of the present invention takes the initiative of adjusting the opening of the throttle valve 326 and directly engages in directly controlling the opening of the throttle valve 326. [ The ECU 302 can also control the opening of the throttle valve 326 for increasing / maintaining / reducing the speed of the automobile 100 according to the situation of other automobiles around the automobile 100. [

The brake control signal is a control signal for causing the brake 328 to operate by driving the brake driver 316. [ The ECU 302 at the time of the overtaking assist control according to the embodiment of the present invention takes the initiative in controlling the brake 328 and controls the brake 308 to maintain / reduce the speed of the automobile 100 in accordance with the surrounding environment of the automobile 100 328).

The ECU 302 can operate the steering wheel 214 through driving of the steering wheel driving section 322. [ The ECU 302 can control the traveling direction of the automobile 100 by operating the steering wheel 214 through the driving of the steering wheel driving unit 322. [

The ECU 302 generates a cluster control signal or a speaker control signal to visually express the wheel alignment of the automobile 100 according to the embodiment of the present invention when the wheel alignment is determined to be bad, So that the user can recognize the wheel alignment failure of the automobile 100. [

4 is a view showing a travel path error caused by a wheel alignment failure that may occur in a vehicle according to an embodiment of the present invention. The vehicle 100 having the auxiliary travel system as described with reference to FIGS. 2 and 3 determines the travel route using the auxiliary travel devices and travels on the determined travel route.

As shown in FIG. 4, the traveling route determined through the auxiliary traveling devices in the vehicle 100 according to the embodiment of the present invention can be roughly classified into the actual traveling route 402 and the calculated traveling route 404. The actual travel path 402 includes sensors such as the front radar 202 and the front camera 262, the rear radar 204, the ambient view camera 206, the navigation system 210, and the yaw rate sensor (IMU) Which is based on the information acquired through the vehicle. The calculated travel route 404 is calculated based on the information obtained via the electronic steering wheel 214 and the steering angle sensor 252.

The wheel alignment of the automobile 100 means a state in which the wheels 122 and 124 of the automobile 100 are aligned to have a straight line. That is, when the electronic steering wheel 214 is in the reference position, the wheels 112, 114 are aligned so that the automobile 100 is straightened, and the wheels 112 (114 ) Also changes together, it is judged that the wheel alignment is normal. On the other hand, when an error occurs between the steering angle of the electronic steering wheel 214 and the actual steering angle of the wheels 112 and 114, it is determined that the wheel alignment is defective.

If the wheel alignment of the vehicle 100 is normal, the actual travel route 402 and the calculated travel route 404 coincide with each other. Otherwise, if the wheel alignment of the automobile 100 is poor, the actual travel route 402 and the calculated travel route 404 do not coincide with each other and an error occurs. This error is caused by the fact that the steering angle of the electronic steering wheel 214 does not coincide with the steering angle of the actual wheel 122 (124) due to the faulty wheel alignment.

4, when an error occurs between the actual travel route 402 and the calculated travel route 404 as shown in FIG. 4, the user recognizes the wheel alignment failure of the vehicle 100 and notifies the user of the failure So that you can take it.

5 is a diagram illustrating a concept for determining an error between a real traveling path of the vehicle and a calculated traveling path according to an embodiment of the present invention.

5A, when an error occurs between the actual travel route 402 and the calculated travel route 404, an area of a triangular shape 502 is formed between the actual travel route 402 and the calculated travel route 404, . 5A, W is a longitudinal distance measured by using a camera and a radar of the driving assistance system described above with reference to FIGS. 2 and 3. FIG.

5A, the triangle 502 becomes a right triangle, and the base W, the height V and the angle? -? Between the right triangle are determined as shown in FIG. 5B. have. The base W can be measured using a camera and a radar, and the height V can be calculated using a base W and an angle? - ?. That is, the height V can be expressed by the following equation (1).

V = W * tan (? -?)

The width S of the triangle 502 can be expressed by the following Equation 2 by using the base W, the height V, and the angle? -?

Equation 2 S = k * 1/2 * V * W

In Equation 2, k is the path error coefficient.

In the embodiment of the present invention, an error is determined between the actual travel route 402 and the calculated travel route 404 through the width S of the triangle 502, and when the error is equal to or greater than a predetermined value, ) Is inferior in wheel alignment.

6 is a flowchart showing a method for determining a wheel alignment failure of an automobile according to the embodiment of the present invention. The method of determining the wheel alignment failure of the automobile shown in Fig. 6 is performed under the control of the ECU 302. Fig.

The ECU 302 of the automobile 100 receives the information for the actual travel route 402 (602). That is, the ECU 302 controls the front radar 202, the front camera 1262, the rear radar 204, the surrounding view camera 206, the navigation unit 210, (IMU) 212, which are connected to the vehicle.

The vicinity of the vehicle 100 is detected by sensors such as the front radar 202 and the front camera 1262, the rear radar 204, the view camera 206, the navigation unit 210, and the yaw rate sensor (IMU) The ECU 302, which has received the situation and running information, determines the actual running path 402 of the automobile 100 based on this information (604).

The ECU 302 receives information about the steering angle of the vehicle 100 from the electronic steering wheel 214 and the steering angle sensor 252 for the calculation of the calculated travel route 404.

The ECU 302 receives the information about the steering angle of the automobile 100 received from the electronic steering wheel 214 and the steering angle sensor 252 and determines the calculated travel route of the automobile 100 based on the received information. .

When the actual travel route 402 of the vehicle 100 and the calculated travel route 404 are determined, the ECU 302 determines whether the actual travel route 402 and the calculated travel route 404 (S) of the triangle 502 corresponding to the magnitude of the error between the triangle 502 and the triangle 502 (610).

The ECU 302 compares the size S of the triangle 502 with the preset reference value Sth (612). This comparison is made to judge that a problem has arisen in the wheel alignment of the automobile 100 when the width S of the triangle 502 is greater than a preset reference value Sth.

If the width S of the triangle 502 is larger than the preset reference value Sth (?? in 612), the ECU 302 checks whether the number of occurrences of such a situation has been repeated N times or more (614) . The occurrence of an error between the actual travel route 402 of the vehicle 100 and the calculated travel route 404 means that there is an error in the wheel alignment of the vehicle 100. However, An error may occur between the actual travel route 402 and the calculated travel route 404. If the situation where an error occurs between the actual travel route 402 and the calculated travel route 404 is repeated N times or more, it can be sure that the occurrence of the error is due to the wheel alignment failure.

If the situation (?? in 612) repeatedly occurs N times or more (614 ???) when the width S of the triangle 502 is larger than the predetermined reference value Sth, the ECU 302 determines that the vehicle 100 It is determined that a wheel alignment failure has occurred in the wheels 122 and 124 of the wheels 32 and 32 and an alarm for guiding wheel alignment failure is generated and displayed through the display 324, the cluster 352, the speaker 362, or the like 616).

If the width S of the triangle 502 is not larger than the preset reference value Sth or the width S of the triangle 502 is larger than the preset reference value Sth The ECU 302 returns to the information receiving step 602 for the actual travel route described above and repeats the process of determining the wheel alignment failure, as described above.

7A and 7B are views showing a first embodiment of the judgment of the actual travel route of the automobile shown in Fig. In the first embodiment of the actual travel route determination shown in FIGS. 7A and 7B, the actual travel route is determined by using the forward distance information obtained through the front radar 202 of the vehicle 100. FIG.

First, as shown in Fig. 7A, the ECU 302 determines whether or not the reference travel path? (?) Is detected by using the guardrail reflection information generated by the radio waves generated in the front radar 202 of the automobile 100 and reflected by the guard rail 702 (Ⓖ-1, ⓖ-2, ⓖ-3, ...).

Also, the ECU 302 calculates the number of driving routes 1, 2, ..., 1 through n-lane by using other vehicle reflection information generated by reflection of other vehicles traveling on the periphery of the vehicle 100. , And ⓝ. 1 to n lane travel routes ①, ②, ... (1), (2), (2), (2), (2), (3), and , Ⓝ (ⓝ-1, ⓝ-2, ⓝ-3, ...).

The ECU 302 determines the number of travel routes, i.e., (1), (2), ... , And? Are compared with each other, and the traveling path of the vehicle 100 is generated through filtering. Path comparison and filtering are ⓖ ∩ ① ∩ ② ∩ ... ∩ ⓝ.

The ECU 302 determines the position (primary, secondary, ..., n lane) of the traveling lane by using the traveling path lane and the traveling lane position determining algorithm and determines the position of the lane by which the vehicle 100 is actually traveling Generate information ⓢ * and ⓢ **.

Fig. 7B is a diagram showing a method of generating the position and lane information of the lane on which the automobile 100 is actually traveling and generating the lane information * and **. As shown in Fig. 7B, from the lateral distance d1 from the guard rail 702 to the vehicle 100, primary and secondary, n lanes can be classified into the following Expression 3, Expression 4, and Expression 5.

≪ Formula 3 > First path: d1 = 2a 占

Equation 4 Secondary path: d1 = 4a 占 τ

&Quot; (5) " n lane: d1 = 2a * n &

In Equation 3 and Equation 4 and Equation 5, a is 1/2 (about 1.75 meters) of the width of the lane (about 3.5 meters), and tau is the lateral error of the frontal radar 202.

Through such a method, it is possible to acquire information on the actual driving route of the automobile 100, that is, the position and lane information of the lane on which the automobile 100 is currently traveling.

8A to 8C are views showing a second embodiment of the actual travel route judgment of the automobile shown in Fig. In the second embodiment of the actual travel route determination shown in Figs. 8A to 8C, the driving lane / lane information acquired through the front camera 262 of the automobile 100 and the surrounding environment information acquired through the surround view camera 206 To determine the actual travel route.

First, as shown in FIG. 8A, the ECU 302 uses the front camera 262 of the automobile 100 to calculate the position & cir & and the lane information & cir & And generates the lane information ⓜ * and ⓜ ** of the driving route and the driving route around the automobile 100 by using the surrounding view camera 206. The vehicle 100 and the left / Lt; RTI ID = 0.0 > V1 < / RTI >

8B is an example of an image acquired through the front camera 262 of the automobile 100. Fig. As shown in FIG. 8B, the image of the front camera 262 can be analyzed to generate the position & cir & and the lane information & cir &

8C is an example of an image acquired through the surround view camera 206 of the automobile 100. Fig. As shown in FIG. 8C, the image of the surrounding view camera 206 is analyzed to generate the position information of the driving route around the automobile 100 and the lane information of the driving route. The distances V1 and V2 between the left and right lanes can be calculated.

9A to 9C are views showing a third embodiment of the actual travel route judgment of the automobile shown in Fig. In the third embodiment of the actual travel route determination shown in FIGS. 9A to 9C, the forward route information acquired through the navigation 210 of the vehicle 100 and the forward route information acquired through the yaw rate sensor 212, To determine the actual travel route.

In Fig. 9A, the traveling path? Refers to the entire road. This road may be a single lane or a plurality of lanes.

9A is obtained through the route information provided by the navigation unit 210 of the vehicle 100 as shown in FIG. 9B. When information on the traveling route is obtained through the navigation 210, it is possible to determine a route of a very long distance. In particular, when acquiring the route information using the navigation 210, the camera misleading elements such as the tunnel 802 can be confirmed in advance. Since the interior of the tunnel 802 is relatively dark, the quality of the image information of the camera or the like is lowered, so that the information and lane information can be mistaken for the lane information. Therefore, if the presence of the tunnel 802 is confirmed in the path information on the navigation 210, the possibility of false recognition is lowered through the filtering operation of the image in the inner section of the tunnel 802.

9C is a diagram showing a concept of determining a traveling route of the automobile 100 by using the yaw rate sensor 212. FIG. 9C, the running state of the automobile 100 is determined from the starting information of the automobile 100 detected by the yaw rate sensor 212 when the automobile 100 travels in a curved section or the like, And the lane information ⓡ * and ⓡ ** of the actual traveling route of the vehicle 100 are generated.

In this way, the actual traveling path of the automobile 100 is determined using the information of the traveling route acquired through the navigation 210 and the state information of the automobile 100 acquired through the yaw rate sensor 212. [

Figs. 10A and 10B are diagrams illustrating a method of determining the calculated travel route of the automobile shown in Fig. 6;

10A and 10B, the travel route information e and the driving lane information e * of the vehicle 100 are calculated based on the steering angle information provided from the electronic steering wheel 214 and the steering angle sensor 304, And e **.

10B, generates driving route information e and driving lane information e * and e ** of the automobile 100 calculated based on the steering angle information, and generates lane information ⓢ * and ⓔ ** obtained through the forward radar 202, And ** based on the same starting point as that of the preceding vehicle.

11 is a view showing still another embodiment for determining an actual travel route in consideration of a failure of the travel assistance system of the vehicle or a travel environment equivalent thereto. 11 provides an alternative judging method considering a failure of the driving assist system or a similar driving environment by combining two or more of the actual traveling path judging methods of various forms shown in Figs. 7 to 9 above.

11, based on the lane information ⓢ * and ⓢ ** of the actual traveling route using the front radar 202 according to the first embodiment, the front camera 262, ** and lane information ⓜ * and ⓜ ** of the actual traveling route using the surrounding view camera 206, the lane information using the navigation 210 in accordance with the third embodiment, The lane information ⓡ * and ⓡ ** of the actual travel route using the travel route ⓛ and the yaw rate sensor 212 can be selectively combined to be applied to the actual travel route determination.

If there is no abnormality in the auxiliary travel system and the surrounding environment has no specific conditions, the actual travel route can be determined as shown in Equation 6 below.

<Formula 6> Actual travel route = (ⓢ *, ⓢ **) + (ⓒ *, ⓒ **) + (ⓡ *, ⓡ **) + (ⓜ *, ⓜ **) + (ⓛ)

Alternatively, the actual travel route can be determined by dividing the day / night. In the case of night driving, it is difficult to secure the image through the camera, so an error may occur in the judgment of the actual traveling route. Therefore, it is necessary to judge the actual running route considering the night driving so that no error occurs at night driving. In the case of daytime running, the actual running route can be determined by the method of Equation 6 described above.

On the other hand, in the case of night driving, as shown in the following Equation 7, the lane information of the actual traveling route using the front camera 262 and the lane information of the actual traveling route using the surrounding view camera 206 * And ⓜ ** are excluded and the actual travel route is determined using only the remaining information. Also, when the front camera 262 and the surrounding camera 206 fail, the actual traveling path can be determined by the following equation (7).

<Formula 7> Actual travel route (night / breakdown) = (ⓢ *, ⓢ **) + (ⓡ *, ⓡ **) + (ⓛ)

As in the case of night driving, even in the case of daytime running, even when passing through the tunnel 802 located on the driving route, lane information of the actual driving route using the front camera 262 as shown in the above equation (7) * And the lane information ⓜ * and ⓜ ** of the actual traveling route using the surrounding view camera 206 are excluded, and the actual traveling route is determined using only the remaining information. In the case of the tunnel 802, especially when the light intensity suddenly changes immediately after entering the tunnel 802 and immediately after leaving the tunnel 802, and the backlight at the exit of the tunnel 802 causes the image quality of the camera to become very low Therefore, it is necessary to exclude the image information of the camera and determine the actual traveling route.

When the failure of the front camera 262 or the absence of the front camera 262, the lane information ⓒ * and ④ ** of the actual traveling route using the front camera 262 is excluded and only the remaining information is used, The actual traveling path is determined.

<Formula 8> Actual traveling path (front camera failure) = (ⓢ *, ⓢ **) + (ⓡ *, ⓡ **) + (ⓜ *, ⓜ **) + (ⓛ)

The description above is merely illustrative of the technical idea, and various modifications, alterations, and substitutions are possible without departing from the essential characteristics of the present invention. Therefore, the embodiments and the accompanying drawings described above are intended to illustrate and not limit the technical idea, and the scope of technical thought is not limited by these embodiments and the accompanying drawings. The scope of which is to be construed in accordance with the following claims, and all technical ideas which are within the scope of the same shall be construed as being included in the scope of the right.

100: Cars
112: Windshield
114: Side mirror
122, 124: wheel
152: antenna
190: Door
192: Door locking device
202: forward radar
204: rear radar
206: Around view camera
208: Illuminance sensor
210: Navigation
212: Yaw rate sensor
214: Electronic steering wheel
252: steering angle sensor
262: Front camera
402: Actual traveling path
404: Calculated travel route

Claims (15)

Determining an actual traveling path of the automobile from the information of the driving lane of the automobile;
Determining a predicted driving route of the automobile from steering angle information of the automobile;
Calculating an error between the actual travel route and the estimated travel route;
And generating an alarm for notifying of a wheel alignment failure of the automobile when the error is greater than a preset reference value. The method according to claim 1,
And acquiring the driving lane information of the automobile using the driving assistance system of the automobile. 3. The method of claim 2,
Wherein the auxiliary travel system of the automobile comprises at least one camera and at least one radar. The method of claim 3,
Wherein the at least one camera is excluded at nighttime to obtain the driving lane information. The method of claim 3,
Wherein the at least one camera comprises a front camera and an arousal view camera. The method according to claim 1,
And acquiring steering angle information of the automobile using the steering angle sensor of the automobile. The method according to claim 1,
And determining that the wheel alignment of the automobile is bad if the state in which the error is greater than the predetermined reference value is repeated more than a preset reference number of times. A traveling assistance system for acquiring information as a traveling vehicle of the vehicle;
A steering angle sensor for obtaining steering angle information of the automobile;
Determining an actual travel route of the automobile from the travel lane information of the automobile, determining a predicted travel route of the automobile from the steering angle information of the automobile, calculating an error between the actual travel route and the predicted travel route, And a control unit for generating an alarm for informing of the wheel alignment failure of the automobile when the error is greater than a preset reference value. 9. The method of claim 8,
Wherein the auxiliary travel system of the vehicle comprises at least one camera and at least one radar. 10. The apparatus according to claim 9,
Wherein the at least one camera is excluded when driving at night and the driving lane information is acquired. 10. The method of claim 9,
Wherein the at least one camera comprises a front camera and an arousal view camera. 9. The apparatus according to claim 8,
And acquiring steering angle information of the automobile using the steering angle sensor of the automobile. 9. The apparatus according to claim 8,
And judging that the wheel alignment of the automobile is bad if the state in which the error is greater than the preset reference value is repeated more than a preset reference number of times. Determining an actual traveling path of the automobile from the driving lane information acquired using the driving assistance system of the automobile;
Determining a predicted traveling route of the automobile from steering angle information obtained using the steering angle sensor of the automobile;
Calculating an error between the actual travel route and the estimated travel route;
And generating an alarm for notifying of a wheel alignment failure of the automobile when the error is repeated more than a predetermined reference number of times when the error is greater than a preset reference value. A traveling assistance system for acquiring information as a traveling vehicle of the vehicle;
A steering angle sensor for obtaining steering angle information of the automobile;
Determining an actual travel route of the automobile from the travel lane information acquired using the travel assistance system of the automobile and determining an expected travel route of the automobile from the steering angle information acquired using the steering angle sensor of the automobile, And a control section for calculating an error between the traveling route and the predicted traveling route and generating an alarm for informing of the wheel alignment failure of the automobile if the error is repeated more than a predetermined reference number of times .

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