KR20210029858A - Vehicle for performing minimal risk maneuver and method of operating the vehicle - Google Patents

Abstract

A vehicle that supports minimal risk operation is disclosed. According to the present invention, the vehicle is configured to perform driving, perform minimal risky operation when a specific event occurs while driving, eliminates the hazard of the vehicle upon initiation of a minimal risk operation, terminate the minimal risk operation when the vehicle is de-hazardous, and may perform driving again after the minimum risk operation is finished.

Description

A vehicle for performing minimal risk manipulation and a method of operating the vehicle TECHNICAL FIELD [Vehicle FOR PERFORMING MINIMAL RISK MANEUVER AND METHOD OF OPERATING THE VEHICLE}

The present disclosure relates to a vehicle for performing a minimal risk operation and a method of operating the vehicle.

Recently, advanced driver assistance systems have been developed to assist drivers in driving. ADAS has multiple sub-technology categories and provides convenience to the driver. Such ADAS is also called autonomous driving.

On the other hand, when the vehicle performs autonomous driving, an unexpected accident or event may occur, and when an appropriate response to such an event is not performed, the vehicle may be placed in a dangerous state.

According to the present disclosure, when the vehicle is in danger due to an event occurring during driving of the vehicle, a minimum risk operation for removing (or reducing) such danger may be performed.

The vehicle according to the present disclosure performs driving, performs a minimum risk operation when a specific event occurs during driving, removes the risk of the vehicle according to the initiation of the minimum risk operation, and performs a minimum risk operation when the vehicle is removed. After the operation is finished, the minimum risk operation is finished, and then the driving can be performed again.

According to the present disclosure, even if the vehicle is in danger due to an event occurring while driving, a minimum risk operation capable of removing the danger can be performed. Accordingly, the vehicle can escape from danger and the driving stability of the vehicle is further increased.

1 shows a vehicle according to the present disclosure.
2 is a diagram illustrating a state of a vehicle according to the present disclosure.
3 is a flow chart showing the operation of the vehicle according to the present disclosure.
4 shows an example of minimal risk manipulation according to the present disclosure.
5 shows examples of minimal risk manipulation according to the present disclosure.
6 shows examples of minimal risk manipulation according to the present disclosure.
7 shows examples of minimal risk manipulation according to the present disclosure.
8 shows examples of minimal risk manipulation according to the present disclosure.
9 is a flowchart illustrating a method of selecting a type of minimum risk operation according to the present disclosure.

Hereinafter, the present disclosure will be described with reference to the accompanying drawings.

1 shows a vehicle according to the present disclosure. Referring to FIG. 1, the vehicle 100 may support automated drive. According to embodiments, the vehicle 100 may perform steering, acceleration, brake, shifting, or parking without a driver's manipulation, and may drive according to the driver's control when the driver intervenes. For example, the vehicle 100 may mean a vehicle capable of performing autonomous driving according to a level 3 or higher according to the Society of Automation Engineers (SAE), but the present disclosure is not limited thereto.

For example, autonomous driving described in this specification is a Peestrian Detection and Collision Mitigation System (PDCMS), Lane Change Decision Aid System (LCAS), Land Departure Warning System (LDWS), Adaptive Cruise Control (ACC), Lane Keeping Assistance System (LKAS). ), Road Boundary Departure Prevention System (RBDPS), Curve Speed Warning System (CSWS), Forward Vehicle Collision Warning System (FVCWS), and Low Speed Following (LSF).

The vehicle 100 may include a sensor 110, a controller 120, a processor 130, a display 140, and a communication circuit 150.

The sensor 110 may detect an environment around the vehicle 100 and generate data related to the surrounding of the vehicle 100. According to embodiments, the sensor 100 may include at least one of a camera, a light detection and ranging (LIDAR) sensor, a radio detection and ranging (RADAR) sensor, and a location sensor.

The camera photographs the surroundings of the vehicle 100 and may generate an image of the surroundings of the vehicle 100 according to the photographing result. The camera may detect the front, rear and/or side of the vehicle 100 and may generate image data according to the detection result. For example, the camera may generate image data for other objects (eg, other vehicles, people, objects, lanes, obstacles) located in front, rear and/or side of the vehicle 100.

According to embodiments, the camera may include an image sensor, an image processor, and a camera MCU. For example, an image sensor may sense an image of a subject photographed through a lens, an image processor may receive and process the data from the image sensor, and a camera MCU may receive the data from the image processor.

The lidar sensor may detect the front, rear and/or side of the vehicle 100 using light (or laser), and may generate sensing data according to the detection result. For example, the lidar sensor may detect or recognize other objects (eg, other vehicles, people, objects, lanes, obstacles) located in the front, rear and/or side of the vehicle 100.

According to embodiments, the lidar sensor may be composed of a laser transmission module, a laser detection module, a signal collection and processing module, and a data transmission/reception module, and the light source of the laser has a wavelength or a wavelength in a wavelength range of 250 nm to 11 μm. Variable laser light sources can be used. In addition, the lidar sensor can be classified into a time of flight (TOF) method and a phase shift method according to a signal modulation method.

The radar sensor may detect the front, rear and/or side of the vehicle 100 using electromagnetic waves (or radio waves), and may generate sensing data according to the detection result. For example, the radar sensor may detect or recognize other objects (eg, other vehicles, people, objects, lanes, obstacles) located in front, rear, and/or side of the vehicle 100.

The radar sensor can detect objects up to 150m in the horizontal angle range of 30 degrees by using a frequency modulation carrier wave (FMCW) or a pulse carrier method. The radar sensor may process the data generated according to the detection result, and such processing may include enlarging the sensed object in front or focusing on an area of the object in the entire field of view.

The position sensor may measure the current position of the vehicle 100. According to embodiments, the location sensor may include a GPS sensor, and the GPS sensor may measure the location, speed, and current time of the vehicle 100 using communication with a satellite. According to embodiments, the GPS sensor may measure a delay time of a radio wave emitted from a satellite and obtain the position of the vehicle 100 at a distance from an orbit.

The controller 120 may control the operation of the vehicle 100 according to the control of the processor 130. According to embodiments, the controller 120 may control steering, driving, braking, and shifting of the vehicle 100. For example, the controller 120 may control components for steering, driving, braking, and shifting the vehicle 100.

The controller 120 may control the steering of the vehicle 100 according to the control of the processor 130. According to embodiments, the controller 120 may control an electric power steering system (MPDS) that drives a steering wheel. For example, when a vehicle collision is expected, the controller 120 may control steering of the vehicle in a direction capable of avoiding a collision or minimizing damage.

The controller 120 may control the driving of the vehicle 100 according to the control of the processor 130. According to embodiments, the controller 120 may perform deceleration, acceleration, or on/off of the engine of the vehicle 100. For example, the controller 120 may perform acceleration or deceleration according to the control of the processor 130, and may perform on/off of the engine when the vehicle 100 starts or ends.

In addition, the controller 120 may control the driving of the vehicle 100 without the driver's control. For example, the controller 120 may perform autonomous driving of the vehicle 100 under the control of the processor 130.

The controller 120 may control the brake of the vehicle 100 according to the control of the processor 130. According to embodiments, the controller 120 may control whether or not a brake of the vehicle 100 is operated and control the pedal effort of the brake. For example, the controller 120 may control to automatically activate an emergency brake when a collision is expected.

The processor 130 may control the overall operation of the vehicle 100. According to embodiments, the processor 130 may be an electrical control unit (ECU) capable of integrally controlling components in the vehicle 100. For example, the processor 130 may include a central processing unit (CPU) or a micro processing unit (MCU) capable of performing arithmetic processing.

The processor 130 may perform a determination related to control of the vehicle 100 and may control the controller 120 according to the determination result. According to embodiments, the processor 130 may receive data from the sensor 100 and generate a control command for controlling the controller 120 based on the received data. The processor 130 may transmit a control command to the controller 120. In addition, the processor 130 may receive an input or control of a driver and control the controller 120 according to the driver's input.

Meanwhile, in the above description, it is assumed that the controller 120 and the processor 130 are separate components, but according to embodiments, the controller 120 and the processor 130 may be integrated as one component. For example, the controller 120 and the processor 130 may be integrated as one device and interlocked with each other.

The display 140 may visually display information related to the vehicle 100. According to embodiments, the display 140 may provide various information related to the vehicle 100 to the driver of the vehicle 100 under the control of the processor 130. For example, the display 140 may visually display the current state of the vehicle 100 under the control of the processor 130.

The communication circuit 150 may communicate with the outside of the vehicle 100. According to embodiments, the communication circuit 150 may receive data from outside the vehicle 100 or transmit data to the outside of the vehicle 100 under the control of the processor 130. For example, the communication circuit 150 may perform communication using a wireless communication protocol or a wired communication protocol.

For example, the vehicle 100 may communicate with another vehicle using the communication circuit 150 (vehicle to vehicle) or may communicate with the infrastructure (vehichle to infra).

2 is a diagram illustrating a state of a vehicle according to the present disclosure. 1 and 2, the state of the vehicle 100 may be changed (or transitioned) according to the diagram shown in FIG. 2.

The state of the vehicle 100 may be any one of a driving state (S1), a minimal risk maneuver (MRM) state (S2), a minimal risk condition state (S3), and a minimal risk operation end state (S4). have. According to embodiments, the states S1 to S4 may transition to another state when a specific condition is achieved.

The driving state S1 may mean a state in which the vehicle 100 is driving. According to embodiments, in the driving state S1, the vehicle 100 may travel under the control of the processor 130. For example, the driving state S1 may mean a state in which the vehicle 100 is autonomously driving.

The least risky manipulation state S2 may mean a state in which the vehicle 100 performs the least risky manipulation in response to a request for the least risky manipulation. According to embodiments, the vehicle 100 being driven may initiate a minimum risk operation when a minimum risk operation is required. That is, the driving state S1 may transition to the least dangerous manipulation state S2.

In the minimum risk operation state S2, the vehicle 100 may perform an operation to reduce the risk of the vehicle 100. According to embodiments, the vehicle 100 may determine whether a minimum risk operation is required according to various methods, and may generate a request for a minimum risk operation when the minimum risk operation is required. For example, the vehicle 100 may perform at least one of steering, deceleration, acceleration, lane change, and emergency brake to perform a minimum risk operation. The minimum risk operation does not inhibit other safety functions of the vehicle 100 (eg, automatic emergency brake, pedestrian collision detection brake, bicycle collision detection brake, etc.). That is, the minimum risk operation and other safety functions of the vehicle 100 may be performed in parallel or sequentially.

When the least-risk manipulation is initiated, the vehicle 100 may perform the least-risk manipulation in priority over the existing driving, and obtain control authority of the driver. That is, the vehicle 100 may cancel or stop the previously set driving and perform a minimum risk operation.

When the vehicle 100 performs autonomous driving, a specific event may occur that prevents such autonomous driving from continuing. When the specific event occurs, the vehicle 100 may be placed in a dangerous state (unpredictable). In order to eliminate (or alleviate) such a dangerous state, a minimum risk operation for the vehicle 100 may be performed. For example, the vehicle 100 may automatically detect a specific event and automatically perform a minimum risk operation according to the occurrence of the specific event.

The specific event may include a failure of components of the vehicle 100, an out-of-path of the vehicle 100, or a control failure of the vehicle 100.

According to embodiments, the vehicle 100 may perform a minimum risk operation when components for autonomous driving, autonomous driving, or components of another vehicle 100 fail.

In addition, according to embodiments, when the vehicle 100 approaches the boundary of an operational desing domain (ODD), a minimal risk operation may be performed. The operation design section may be a driveable section designed to allow autonomous driving of the vehicle 100. For example, when the vehicle 100 approaches the outer boundary of the operation design section from the inside of the operation design section, the vehicle 100 may perform the least dangerous operation.

In addition, according to embodiments, the vehicle 100 may perform a minimum risk operation when a take over of the control authority of the vehicle 100 as a driver fails. When the vehicle 100 changes from the autonomous driving mode to the manual driving mode (eg, in the case of level 3 autonomous driving), the driver controls the vehicle 100 (eg, dynamic driving task (DDT) of the SAE. )) may be initiated, for example, when switching from the autonomous driving mode to the manual driving mode fails to change the control authority of the vehicle 100 to the driver, the least dangerous operation may be initiated. That is, even though a specific control operation (eg, brake operation or steering, etc.) is required by the driver, when the driver does not perform the specific control operation, a minimum risk operation may be initiated.

When the minimum risk operation is not performed, the vehicle 100 may collide with other vehicles, pedestrians, or other structures due to a malfunction of (autonomous) driving, and accordingly, the driver, occupant or pedestrian may be injured. In addition, due to the malfunction, the vehicle 100 may be off the road. That is, when there is no minimum risk operation, autonomous driving of the vehicle 100 may not be performed well as expected. In order to avoid the occurrence of these, certain unwanted events, minimal risk manipulation is necessary.

In the minimum risk operation state (S2), that is, when the minimum risk operation is started, the vehicle 100 is the vehicle 100 and the vehicle 100 until the danger around the vehicle 100 is resolved and a risk-free state is guaranteed. It is possible to perform an operation that minimizes the risk of the driver or occupant.

According to embodiments, the vehicle 100 stops the vehicle, controls the steering of the vehicle, maintains the lane, provides visual, audible and tactile notifications, deceleration of the vehicle, acceleration of the vehicle, autonomous driving according to the initiation of the minimum risk operation. At least one of start/stop of, vehicle start-off, emergency signal transmission, emergency light control, speed reduction warning, brake light control, transfer of control authority to another passenger, and remote control.

The minimum risk condition state S3 may mean a state in which the risk of the vehicle 100 is removed or reduced. According to embodiments, the risk of the vehicle 100 may be eliminated as the minimum risk operation is performed by the vehicle 100. That is, the minimum risk operation state S2 may transition to the minimum risk condition state S3. For example, the minimum risk condition may mean a state in which the vehicle 100 is stable or when the vehicle 100 is stopped. This minimum risk condition can be achieved by the operation of the driver or by the vehicle 100 itself.

The minimum risk condition can be achieved when the risk of the vehicle 100 is eliminated. In other words, in order to achieve a minimum risk condition, a minimum risk operation can be performed.

On the other hand, if the minimum risk condition is not achieved, the vehicle 100 may continue to perform the minimum risk operation. In this case, a transition from the minimum risk operation state S2 to the minimum risk condition state S3 may not occur. For example, when the minimum danger condition is not achieved, the vehicle 100 may ignore other controls other than the control of the vehicle 100 for minimum danger operation. That is, when the minimum risk operation is started, the vehicle 100 continues to perform the minimum risk operation regardless of the driver's control.

The minimum risk operation end state S4 may mean a state in which the risk of the vehicle 100 is removed (ie, the minimum risk condition is achieved) and the minimum risk operation is terminated. That is, the minimum risk condition state S3 may transition to the minimum risk operation end state S4.

According to embodiments, when the minimum danger condition of the vehicle 100 is achieved after the minimum danger operation is performed, the vehicle 100 may terminate the minimum danger operation. For example, when the vehicle 100 is stopped, the minimum risk operation may be stopped or terminated.

According to embodiments, the vehicle 100 may terminate the minimum risk operation when the minimum risk operation condition is achieved and the reference time has elapsed. For example, when the vehicle 100 has performed the minimum risk operation and the vehicle 100 is stopped, the minimum risk operation may be terminated if the stopped state is maintained for a reference time.

After the minimum risk operation is finished, the vehicle 100 may start driving again. According to embodiments, when the minimum risk operation is ended, the vehicle 100 may start a new driving or continue an existing driving according to a driver's manipulation or control of the processor 130.

Overall, referring to the diagram of FIG. 1, the vehicle 100 according to the present disclosure may perform (autonomous) driving (that is, the driving state S1). When a specific event occurs while the vehicle 100 is driving, the vehicle 100 may perform the least risky manipulation (ie, the least risky manipulation state S2). When the minimum danger operation is initiated, the danger of the vehicle 100 is eliminated (that is, the minimum danger condition state S3). When the vehicle 100 has the risk removed, the minimum risk operation is ended (that is, the minimum risk end state S4). After the minimum risk operation is finished, the vehicle 100 may perform driving again.

3 is a flow chart showing the operation of the vehicle according to the present disclosure. 1 to 3, a minimum risk manipulation request occurs (S110). According to embodiments, the processor 130 may detect the vehicle 100 and a state around the vehicle 100, and may generate a minimum risk manipulation request according to the detection result. Alternatively, the vehicle 100 may recognize the minimum risk manipulation request transmitted from the outside. The minimum risk manipulation request may mean an arbitrary command for causing the vehicle 100 to perform the least risk manipulation.

When there is a request for a minimum dangerous operation, the vehicle 100 may determine a failure state (S120). According to embodiments, the vehicle 100 may monitor the state of each of the components of the vehicle 100 and identify a failed component. The vehicle 100 may determine which sensors are currently available (or operable) among the sensors 110.

In addition, the vehicle 100 may determine a failure condition and a cause (or situation) of the failure condition. For example, the vehicle 100 may additionally determine the cause of the determined failure state.

The vehicle 100 may select the type of minimum risk manipulation (S130). According to embodiments, the vehicle 100 may select a type of minimum risk operation suitable for the current failure condition, based on the determination result of the failure condition.

The types of the minimum risk operation include stopping the vehicle, controlling the steering of the vehicle, maintaining the lane, providing visual, audible and tactile notifications, decelerating the vehicle, accelerating the vehicle, starting/ending autonomous driving, starting the vehicle OFF, and emergency. It may include at least one of signal transmission, emergency light control, speed reduction warning, brake light control, transfer of control authority to another passenger, and remote control.

The vehicle 100 may initiate a minimum risk operation using the selected minimum risk operation type (S140). According to embodiments, the vehicle 100 may control the vehicle 100 according to the selected minimum risk operation type. For example, the processor 130 of the vehicle 100 may transmit a control command corresponding to the selected minimum risk operation type to the controller 120, and the controller 120 may control the vehicle 100 according to the control command.

4 shows an example of minimal risk manipulation according to the present disclosure. Referring to FIGS. 1 to 4, a minimum risk operation without a lane change and a minimum risk operation with a lane change are shown. That is, the vehicle 100 may perform the least risky manipulation on the vehicle 100 without changing lanes, or perform the least risky manipulation on the vehicle 100 together with the lane change upon the start of the least risky manipulation. can do. The minimal risk operation without lane change may include a straight stop, a current lane stop, and an out-of-lane stop, and an out-of-lane stop may include an adjacent lane stop and a shoulder stop.

The vehicle 100 may perform at least one of a straight stop, a current lane stop, and an out-of-lane stop based on a current failure state and a type of available sensor (sensor validity).

The straight stop means a stop made according to the execution of longitudinal (ie, driving direction) control without lateral control of the vehicle 100. According to embodiments, the vehicle 100 may perform a straight stop through deceleration without steering control of the vehicle 100. For example, the vehicle 100 may perform a straight stop by decelerating (eg, brake operation) without controlling the steering of the vehicle 100.

When only the brake control of the vehicle 100 is possible and other control functions are broken, the straight stop may be performed by controlling the brake of the vehicle 100 or removing the driving force of the vehicle 100.

The current lane stop refers to a stop made in the driving lane (ie, the current lane) before the vehicle 100 starts to operate at least dangerously. According to embodiments, the vehicle 100 may stop within a boundary of a current lane being driven according to a current lane stop. For example, the vehicle 100 may recognize the current lane using the sensor 110 and stop within the boundary of the current lane by controlling the steering of the vehicle 100 along the current lane using a steering function.

According to embodiments, the vehicle 100 may perform a current lane stop through lateral and longitudinal control or lateral control.

For example, when steering and brake control of the vehicle 100 is possible and detection of the front and rear of the current lane is possible, the vehicle 100 maintains the current lane and performs a smooth stop through horizontal and vertical control. You can perform a lane stop.

For example, when steering control of the vehicle 100 is possible and detection of the front and rear of the current lane is possible, the vehicle 100 can perform an abrupt stop while maintaining the current lane through lateral control, thereby performing a current lane stop. have. In this case, the brake control may not operate normally.

Stopping outside the lane means a stop made outside the driving lane (ie, the current lane) before the vehicle 100 starts operating the minimum risk. According to embodiments, the vehicle 100 may move away from the current lane and stop using the steering control function. For example, the vehicle 100 may stop within a boundary of a current lane and another lane adjacent to the current lane, or may stop within a range of a shoulder.

The vehicle 100 may recognize another lane adjacent to the current lane using the sensor 110 and may stop within the boundary of the other lane. In this case, the vehicle 100 may perform a lane change from the current driving lane to another lane using the sensor 110.

The vehicle 100 may recognize the shoulder using the sensor 110 and may stop within the boundary of the current shoulder. In this case, the vehicle 100 may determine whether an adjacent lane is a shoulder by applying a condition for identifying the shoulder (eg, a solid lane).

According to embodiments, the vehicle 100 may perform an out-of-lane stop through horizontal and vertical control.

For example, when the steering and brake control of the vehicle 100 is possible and detection of the front and rear of the current and next lanes is possible, the vehicle 100 will smoothly stop or stop while changing the current lane through lateral and longitudinal control. You can perform an out-of-lane stop by performing. In addition, when the vehicle 100 is capable of steering and braking control and detection of the front and rear of the current and adjacent lanes, the vehicle 100 changes the current lane through lateral and longitudinal control, while a smooth stop or sudden stop. You can perform shoulder stop by performing.

5 shows examples of minimal risk manipulation according to the present disclosure. The vehicle 100 may perform a minimum risk operation according to the examples shown in FIG. 5. Referring to FIG. 5, the vehicle 100 performs the least risky operation when a failure related to a driver (or a person) occurs, out of the operation design section (ODD), or a failure occurs due to an unavoidable external situation. can do.

The vehicle 100 may generate (or provide) a notification when the driver does not control the vehicle 100. According to embodiments, the vehicle 100 detects the driver's state by performing active driver monitoring, and when the change of control authority to the driver is not ready according to the detection result, the vehicle 100 controls the driver using a notification providing function. It can provide a notification about the preparation of a transfer of authority. For example, the vehicle 100 may provide a notification about the preparation for switching control authority to the driver through a visual, audible, or tactile notification.

The vehicle 100 may perform autonomous driving when the driver does not respond. According to embodiments, the vehicle 100 detects the state of the driver by performing dynamic driver monitoring, and the driver does not respond to the preparation for the control authority change according to the detection result (that is, when the control authority changeover is impossible). , It is possible to perform autonomous driving without changing the control authority to the driver.

When the vehicle 100 is out of the operation design section ODD, the speed of the vehicle 100 may be reduced or the vehicle 100 may be stopped. According to embodiments, when out of the operation design section (ODD), the vehicle 100 decreases the speed of the vehicle 100 by using at least one of steering control, acceleration control, and brake control, or You can stop it.

Vehicle 100 is the shape of the road (off-curve, intersection or roundabout), road surface conditions (pot hole, bump, ice road, water), weather (rain, fog, snow), and others. (Speed limit, traffic jam, etc.) is detected to determine whether the vehicle 100 is out of the operation design section (ODD), and according to the determination result, the speed of the vehicle 100 is reduced or the vehicle 100 Can be stopped.

When a failure occurs due to an inevitable external situation, the vehicle 100 may reduce the speed of the vehicle 100, perform an in-lane stop, or perform an (emergency) shoulder stop. According to embodiments, when a failure occurs due to an inevitable external situation, the vehicle 100 reduces the speed of the vehicle 100 or stops within the lane using at least one of steering control, acceleration control, and brake control. Or (emergency) shoulder stop.

The vehicle 100 determines when a collision occurs due to another vehicle or a breakdown in a component of the vehicle (tire puncture, etc.), and decreases the speed of the vehicle 100 or stops in the lane according to the determination result. Or (emergency) shoulder stop.

6 shows examples of minimal risk manipulation according to the present disclosure. The vehicle 100 may perform a minimum risk operation according to the examples shown in FIG. 6. Referring to FIG. 6, the vehicle 100 may perform a minimum risk operation when a failure occurs in the control system.

When a failure occurs in the actuation (drive) function, the vehicle 100 may perform a minimum risk operation.

For example, when a malfunction occurs in the steering function, the vehicle 100 may perform an in-lane stop or decrease the speed of the vehicle 100 by using at least one of acceleration control and brake control.

For example, when a failure occurs in the acceleration means, the vehicle 100 may perform in-lane stop, deceleration, or shoulder stop using at least one of steering control and brake control.

For example, when a failure occurs in the deceleration means, the vehicle 100 may perform shoulder stop using at least one of steering control and acceleration control.

For example, when a failure occurs in another driving means, the vehicle 100 may perform in-lane stop, deceleration, or shoulder stop using at least one of steering control, acceleration control, and brake control.

When a failure occurs in the autonomous driving function, the vehicle 100 may perform a minimum risk operation.

For example, when a failure occurs in the lane detection function, the vehicle 100 may perform an in-lane stop or deceleration using a forward vehicle tracking function.

For example, when a failure occurs in the front object detection function, the vehicle 100 may perform an in-lane stop using at least one of steering control and brake control.

For example, when a failure occurs in the rear and side object detection functions, the vehicle 100 may perform in-lane stopping or deceleration using at least one of steering control and brake control.

For example, when a failure occurs in the autonomous driving ECU, the vehicle 100 may perform an in-lane stop or deceleration using an alternative autonomous driving ECEU.

For example, when a failure occurs in an in-vehicle network, the vehicle 100 may perform an in-lane stop or deceleration using network redundacy. That is, even if a failure occurs in the in-vehicle network, in-lane stopping or deceleration can be performed by transmitting a command on the network using redundancy secured in advance.

For example, when a failure occurs in the connection for connected ADS, the vehicle 100 may perform an in-lane stop, deceleration, or shoulder stop using at least one of steering control and brake control.

7 shows examples of minimal risk manipulation according to the present disclosure. The vehicle 100 may perform a minimum risk operation according to the examples shown in FIG. 7. Referring to FIG. 7, when a driver (or a person) misbehaves or a control system malfunctions, the vehicle 100 may perform a minimum risk operation.

The vehicle 100 may provide a notification to the driver when a malfunction related to the driver (or a person) occurs. According to embodiments, the vehicle 100 may detect a driver's condition by performing active driver monitoring, and provide a visual, audible, or tactile notification to the driver when a driver (or person)-related failure occurs. . For example, the vehicle 100 may provide a speed reduction warning to the driver.

When a failure occurs in the control system, the vehicle 100 may provide a notification to the outside or perform longitudinal control of the vehicle 100.

For example, when a failure occurs in the control system, the vehicle 100 may turn on or turn off an emergency light using lighting control, or transmit an emergency message to the control center using a communication control function (or network redundancy). have.

For example, when a failure occurs in the control system, the vehicle 100 decelerates the speed of the vehicle 100 using the brake control function, or turns off the power of the engine (or driving means) using the power control function. Or, you can use steering and brake control to perform an in-lane stop.

8 shows examples of minimal risk manipulation according to the present disclosure. The vehicle 100 may perform a minimum risk operation according to the examples shown in FIG. 8. Referring to FIG. 8, when a failure occurs in the control system, the vehicle 100 may perform a minimum risk operation.

When a failure occurs in the control system, the vehicle 100 may perform longitudinal control of the vehicle 100 or transfer (or switch) control authority.

For example, when a failure occurs in the control system, the vehicle 100 maintains the driving lane of the vehicle 100 by using at least one of a steering function, an acceleration function, and a brake function, performs a shoulder stop, or adjusts the immediately preceding steering angle. I can keep it.

For example, when a failure occurs in the control system, the vehicle 100 may control turn-on/turn-off of the autonomous driving function by using the power control function and the authority redundancy function. The vehicle 100 turns off the autonomous driving function by turning off the starting of the vehicle 100, or the autonomous driving function by switching the authority for autonomous driving of the vehicle 100 to another subject (eg, a driver). Can be turned off. The vehicle 100 may turn on the autonomous driving function in the opposite manner.

For example, when a failure occurs in the control system, the vehicle 100 may perform a change of authority to another passenger by using the authority redundancy function. The vehicle 100 may be switched to a manual driving mode by switching control authority to another passenger.

For example, when a failure occurs in the control system, the vehicle 100 may perform remote control using at least one of a communication control function and an authority redundancy function. The vehicle 100 may control the vehicle 100 to be remotely controlled by switching the control authority of the vehicle 100 to the outside.

9 is a flowchart illustrating a method of selecting a type of minimum risk operation according to the present disclosure. 1 to 9, the vehicle 100 may determine a failure state (S210). According to embodiments, the vehicle 100 may determine a failure state by using the controller 120 or by using a response from a component of the vehicle 100.

The vehicle 100 may determine whether a deceleration and acceleration function of the vehicle 100 is possible (S220). According to embodiments, the vehicle 100 may determine whether a driving unit such as an engine of the vehicle 100, an accelerator pedal, a brake, and components related thereto operate normally.

When the deceleration and acceleration functions of the vehicle 100 are possible (Y in S220), the vehicle 100 may determine whether the steering function of the vehicle 100 is possible (S230). According to embodiments, the vehicle 100 may determine whether the steering wheel of the vehicle 100 and related components operate normally.

When the steering function of the vehicle 100 is not possible (N in S230), the vehicle 100 may perform a straight stop as a minimum risk operation. That is, if only the deceleration and acceleration functions of the vehicle 100 are possible, the vehicle 100 performs a straight stop as a minimum risk operation.

When the steering function of the vehicle 100 is possible (Y in S230), the vehicle 100 may determine whether it is possible to detect the road condition (S250). According to embodiments, the vehicle 100 may determine whether the sensor 110 and components related thereto are normally operated.

When the road condition detection function of the vehicle 100 is not possible (N in S250), the vehicle 100 may perform a straight stop or a current lane stop as a minimum risk operation (S260). That is, when a deceleration and acceleration function and a steering function of the vehicle 100 are possible, and it is impossible to detect a road condition, the vehicle 100 may perform a straight stop as a minimum risk operation or a current lane stop.

According to embodiments, the vehicle 100 may drive along a lane using a steering function, and may stop a vehicle within the lane using a deceleration and acceleration function.

When the road condition detection function of the vehicle 100 is possible (Y in S250), the vehicle 100 may perform a straight stop, a current lane stop, or an out-of-lane stop as a minimum risk operation (S270). That is, when the deceleration and acceleration functions, the steering function, and the road condition detection function of the vehicle 100 are all possible, the vehicle 100 performs a straight stop, a current lane stop, or an out-of-lane stop as a minimum risk operation. You can do it. The out-of-lane stop may include an adjacent lane stop and a shoulder stop.

According to embodiments, the vehicle 100 detects the front, rear, left and right conditions of the vehicle 100 using a road condition detection function, changes a lane using a steering function according to the detection result, and uses a deceleration and acceleration function. Vehicles can be stopped outside the lane. For example, the vehicle 100 may detect the front, rear, left, and right states of the vehicle 100 by setting a region of interset including the periphery of the vehicle 100. The shape of the region of interest may have various shapes such as a circle, an ellipse, a rectangle, and a triangle.

According to the present disclosure, since it is possible to determine the failure state of the vehicle, select the type of the least dangerous operation most suitable for the determined failure state, and perform the minimum risk operation according to the selected type, the vehicle stability is further increased There is.

The operating methods of the vehicle according to the present disclosure may be implemented as instructions that may be stored in a computer-readable storage medium and executed by a processor.

The storage medium, whether direct and/or indirect, whether in raw state, formatted state, organized state, or any other accessible state, is a relational database, non-relational database, in-memory database, Alternatively, it may include a database including a distributed type, such as any other suitable database capable of storing data and allowing access to such data through a storage controller. In addition, the storage medium includes a primary storage device, a secondary storage device, a tertiary storage device, an offline storage device, a volatile storage device, a nonvolatile storage device, a semiconductor storage device, a magnetic storage device, an optical storage device, and a flash device. Storage devices, hard disk drive storage devices, floppy disk drives, magnetic tapes, or other suitable data storage media.

In this specification, the instructions are assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state setting data, or object-oriented such as Smalltalk, C++, etc. It may be either source code or object code written in any combination of programming languages and one or more programming languages, including conventional procedural programming languages such as "C" programming languages or similar programming languages.

Although the present disclosure has been described with reference to the embodiments shown in the drawings, these are only exemplary, and those of ordinary skill in the art will understand that various modifications and equivalent other embodiments are possible therefrom. Therefore, the true technical protection scope of the present disclosure should be determined by the technical idea of the attached registration claims.

100: vehicle
110: sensor
120: controller
130: processor
140: display
150: communication circuit

Claims (1)

In the operating method of a vehicle supporting the autonomous driving function,
Determining, by the vehicle, a failure state of the vehicle;
Identifying, by the vehicle, a possible function among a deceleration and acceleration function, a steering function, and a road condition detection function of the vehicle; And
In accordance with the identification result, the vehicle comprising the step of performing a minimum risk operation according to at least one of a straight stop, a current lane stop, and an out-of-lane stop,
How the vehicle works.

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