KR20220111807A - 3D vector coordinate system for autonomous driving - Google Patents

Abstract

A 3-dimensional vector coordinate system for autonomous driving according to one embodiment comprises: an autonomous driving unit installed on a vehicle and communicating with a central processing unit; a roadside installation unit installed on a roadside and communicating with the central processing unit; and the central processing unit communicating with the autonomous driving unit and the roadside installation unit. The autonomous driving unit comprises: a vehicle sensing unit sensing surroundings of the vehicle; a velocity control unit autonomously controlling a speed of the vehicle; and a steering control unit autonomously controlling steering of the vehicle.

Description

3D vector coordinate system for autonomous driving

The present invention relates to an autonomous driving coordinate system, and more particularly, to a three-dimensional vector coordinate system for autonomous driving.

The content described in this section merely provides background information for the present embodiment and does not constitute the prior art.

A general automobile is driven by a driver's manipulations such as steering and braking, and an autonomous vehicle is operated by steering and braking without the driver's intervention. With the development of sensors and information and communication technologies, autonomous vehicles that have recently appeared are expected to be commercialized in the not-too-distant future.

On the other hand, prior to the commercialization of autonomous vehicles, state-of-the-art driving assistance devices that can replace the eyes and ears of the driver are being installed in general vehicles driven by the driver for the convenience of the driver. For example, when a vehicle is equipped with various sensors, such as an ultrasonic sensor, an image sensor, a radar sensor, a LiDAR sensor, etc., there is an object that approaches the vehicle while the vehicle is driving or parked, or the vehicle comes close to an object A configuration that warns the driver of this is becoming common.

In particular, cognitive determination technology is being applied, such as being able to recognize a lane marked on the road through a camera sensor mounted on a vehicle, and to recognize and determine a moving object through a fusion of a camera sensor and a LiDAR sensor.

As such, an autonomous driving control system capable of controlling driving based on information recognized from various recognition means mounted on the vehicle is being applied to an autonomous vehicle.

0001) Korean Intellectual Property Office Publication No. 10-2019-0000843 0002) Korean Intellectual Property Office Registration Patent Publication No. 10-0904767 0003) Korean Patent Office Publication No. 10-2017-0077332

Accordingly, the present invention has been devised to eliminate the above problems, and includes: an autonomous driving unit mounted on a vehicle and communicating with a central processing unit; a roadside installation unit installed on the roadside and communicating with the central processing unit; and a central processing unit communicating with the autonomous driving unit and the roadside installation unit, wherein the autonomous driving unit includes a vehicle sensing unit sensing a periphery of the vehicle, a speed control unit autonomously controlling the speed of the vehicle, and the vehicle. It was completed as a technical task with an emphasis on a three-dimensional vector coordinate system for autonomous driving, including a steering control unit that autonomously controls steering.

The problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the following description.

A three-dimensional vector coordinate system for autonomous driving according to an embodiment for solving the above problems includes an autonomous driving unit mounted on a vehicle and communicating with a central processing unit; a roadside installation unit installed on the roadside and communicating with the central processing unit; and a central processing unit communicating with the autonomous driving unit and the roadside installation unit, wherein the autonomous driving unit includes a vehicle sensing unit sensing a periphery of the vehicle, a speed control unit autonomously controlling the speed of the vehicle, and the vehicle. and a steering control unit for autonomously controlling steering.

The autonomous driving unit may further include a vehicle communication unit that wirelessly communicates with the central processing unit.

The autonomous driving unit may further include a vehicle database unit that stores the registration number of the vehicle and the model information of the vehicle, and provides the registration number and model information to the central processing unit through the vehicle communication unit.

The details of other embodiments are included in the detailed description and drawings.

According to the present invention described above, the autonomous driving unit mounted on the vehicle and communicating with the central processing unit; a roadside installation unit installed on the roadside and communicating with the central processing unit; and a central processing unit communicating with the autonomous driving unit and the roadside installation unit, wherein the autonomous driving unit includes a vehicle sensing unit sensing a periphery of the vehicle, a speed control unit autonomously controlling the speed of the vehicle, and the vehicle. By providing a three-dimensional vector coordinate system for autonomous driving that includes a steering control unit that autonomously controls steering, not only the movement of the immediately adjacent vehicle, but also the movement of vehicles located in the front, front, rear, rear, side, etc. (speed value, position value, steering value) can also be easily recognized through coordinates in the form of a three-dimensional mesh, which has the advantage of excellent accident prevention.

Effects according to the embodiments are not limited by the contents exemplified above, and more various effects are included in the present specification.

1 is a diagram showing the configurations of a three-dimensional vector coordinate system for autonomous driving according to an embodiment.
FIG. 2 is a view showing the configurations of the roadside installation part of FIG. 1 .
FIG. 3 is a view showing the configurations of the central processing unit of FIG. 1 .
FIG. 4 is a view showing the configurations of the autonomous driving unit of FIG. 1 .
5 is a diagram illustrating a relationship between a vehicle sensing unit, a speed control unit, a steering control unit, and a roadside sensing unit and a database unit.
6 is a diagram illustrating a relationship between a database unit and a vehicle model determining unit.
7 is a view showing the relationship between vehicle sensing data, cadastral map data, lidar data, and vision recognition data, and a coordinate determination unit for each vehicle part.
8 is a view showing a relationship between a coordinate determination unit for each vehicle part, a derived data communication unit, and an adjacent vehicle.
9 is a diagram showing the configurations of derived data.
10 is a diagram showing a relationship between a vector analysis unit, a coordinate determination unit for each vehicle part, and a database unit.
11 is a diagram illustrating a relationship between a vehicle database unit, a vehicle communication unit, and a counterpart vehicle.
12 is a diagram showing configurations of counterpart vehicle operation information.

Hereinafter, with reference to the accompanying drawings, the configuration of the present invention and the resulting action and effect will be collectively described.

Advantages and features of the present invention, and a method for achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only this embodiment completes the disclosure of the present invention, and common knowledge in the technical field to which the present invention pertains It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. In addition, like reference numerals refer to like elements throughout the specification.

1 is a diagram showing configurations of a three-dimensional vector coordinate system for autonomous driving according to an embodiment. FIG. 2 is a view showing the configurations of the roadside installation part of FIG. 1 . FIG. 3 is a view showing the configurations of the central processing unit of FIG. 1 . FIG. 4 is a view showing the configurations of the autonomous driving unit of FIG. 1 .

1 to 4 , a three-dimensional vector coordinate system 1 for autonomous driving according to an embodiment is mounted on a vehicle and installed on the roadside of the autonomous driving unit 10 communicating with the central processing unit 50, and It may include a roadside installation unit 30 communicating with the central processing unit 50 , the autonomous driving unit 10 , and a central processing unit 50 communicating with the roadside installation unit 30 .

The autonomous driving unit 10 includes a vehicle sensing unit 11 sensing the surroundings of the vehicle, a speed control unit 12 autonomously controlling the speed of the vehicle, and a steering control unit 13 autonomously controlling the steering of the vehicle. may include.

The vehicle sensing unit 11 of the autonomous driving unit 10 may include a sensor such as a camera, radar, and ultrasonic wave attached to the vehicle. The vehicle sensing unit 11 may detect the situation by sensing the surroundings of the vehicle through the sensor. The vehicle sensing unit 11 may further include a linear communication device such as a beacon that detects the location of the vehicle through a sensor such as the radar and the ultrasonic wave.

The autonomous driving unit 10 may further include an electronic control unit (ECU) that determines the sensed surrounding information of the vehicle. After determining the surrounding information of the vehicle sensed by the electronic control unit (ECU), the electronic control unit (ECU) transmits control signals to the speed control unit 12 and the steering control unit 13, respectively, to control the speed and braking of the vehicle. , and steering.

The autonomous driving unit 10 may further include a GPS coordinate recognition unit. The GPS coordinate recognition unit may communicate with a communication unit that provides a GPS signal.

The autonomous driving unit 10 may further include a vehicle communication unit 14 and a vehicle database unit 15 .

On the other hand, the autonomous driving unit of the existing vehicle could only consider the surrounding environment sensed by the sensor. That is, only the surrounding environment of the front, rear, and side of the vehicle can be considered, and the surrounding environment that is not sensed by the sensor cannot be considered.

Furthermore, although the sensor has a predetermined viewing angle, since the autonomous driving unit of an existing vehicle depends on the sensor having a limited viewing angle, there is a problem in that it is difficult to accurately grasp the surrounding environment.

Furthermore, since it depends on a relative scalar amount (eg, speed information) between the vehicle on which the sensor is mounted and the surrounding environment, direction information and/or the summation of direction information and speed information (eg, speed information) is recognized. The problem was that it was difficult to do.

Furthermore, the GPS signal of the autonomous driving unit of the existing vehicle is a signal composed of two-dimensional coordinates, and the GPS signal may not be recognized by the GPS coordinate recognition unit in a tunnel, a building forest, indoors, or the like. Since the GPS signal is a signal composed of two-dimensional coordinates, it may be difficult to recognize vertical coordinates.

In addition, the linear communication device of the autonomous driving unit of the existing vehicle may have high inaccuracy in a real environment due to various communication obstacles.

In order to eliminate the above-mentioned problems, a detailed configuration of the present invention will be described.

The roadside installation unit 30 may be installed on the roadside. For example, the roadside installation unit 30 may be installed on a street lamp located on the roadside. The roadside installation part 30 is provided in plurality, and the roadside installation part 30 provided in plurality may be installed for each street lamp located on the roadside at a predetermined interval.

The roadside installation unit 30 may include a roadside sensing unit 31 and a roadside communication unit 35 .

The roadside sensing unit 31 may be a sensor such as a radar installed on the roadside or a camera. The radar data of vehicles passing the roadside at a predetermined time including the vehicle and adjacent vehicles of the vehicle is generated through the radar sensor of the roadside sensing unit 31 , and the camera sensor of the roadside sensing unit 31 generates the radar data. Vision recognition data of vehicles passing the roadside at a predetermined time including a vehicle and vehicles adjacent to the vehicle may be generated.

The lidar data may include 3D coordinate information related to vehicles passing the roadside at a predetermined time. The vision recognition data may include 3D coordinate information related to vehicles passing the roadside at a predetermined time.

The roadside sensing unit 31 may acquire 3D coordinate information related to vehicles passing the roadside at the predetermined time based on the lidar data and the vision recognition data.

The lidar data may acquire partial information and/or all information of vehicles passing the roadside at the predetermined time.

The vision recognition data may acquire partial information and/or all information of vehicles passing the roadside at the predetermined time.

As described above, since the roadside installation unit 30 is installed on the roadside and is installed for each street lamp spaced apart at a predetermined interval, the roadside sensing unit 31 of the roadside installation unit 30 is also spaced apart at a predetermined interval. and can be installed.

The roadside sensing unit 31 may sense by covering a predetermined range. For example, the predetermined range may be set in consideration of a distance between the roadside sensing unit 31 and the adjacent roadside sensing unit 31 . For example, if the interval between the adjacent roadside sensing units 31 is 100 m, the predetermined range covered by the roadside sensing unit 31 is set to the center of the circle by the roadside sensing unit 31 and has a radius of 50 m. can cover up to However, the above example is not limited thereto, and the cover ranges of the adjacent roadside sensing units 31 may overlap.

The roadside communication unit 35 may receive the lidar data and the vision recognition data generated by the roadside sensing unit 31 , and provide it to the database unit 54 .

That is, the roadside communication unit 35 may provide the database unit 54 with 3D coordinate information related to vehicles passing the roadside acquired by the roadside sensing unit 31 .

The central processing unit 50 may include a vehicle model determination unit 51 , a vehicle part-specific coordinate determination unit 52 , a derived data communication unit 53 , a database unit 54 , and a vector analysis unit 55 .

The vehicle model determination unit 51 may determine models of vehicles passing the roadside at a predetermined time including the vehicle and vehicles adjacent to the vehicle.

The coordinate determination unit 52 for each vehicle part may determine the coordinates for each part of the vehicle passing the roadside at a predetermined time including the vehicle and adjacent vehicles of the vehicle. Coordinate determination unit 52 for each vehicle part coordinates information (three-dimensional absolute coordinate information of individual vehicles) between the vehicle and adjacent vehicles (front, rear, side, front-front, rear-rear, lateral, etc.) of the vehicle. can create In addition, the coordinate determination unit 52 for each vehicle part may generate three-dimensional coordinates of the road based on the cadastral map data (two-dimensional coordinates) and the roadside sensing unit 31, based on an actual measurement reference point to be described later.

5 is a diagram illustrating a relationship between a vehicle sensing unit, a speed control unit, a steering control unit, and a roadside sensing unit and a database unit.

5, the vehicle sensing data of the vehicle sensing unit 11, the speed data of the speed control unit 12, and the steering data of the steering control unit 13 are respectively stored in the database unit 54 through the vehicle communication unit 14. can be provided. In addition to the vehicle sensing data, the speed data, and the steering data, the predicted driving route data of the vehicle may also be provided to the database unit 54 through the vehicle communication unit 14 .

In addition, lidar data and vision recognition data of the roadside sensing unit 31 may be provided to the database unit 54 through the roadside communication unit 35 , respectively.

In addition, vehicle registration data stored in the vehicle database unit 15 may also be provided to the database unit 54 through the vehicle communication unit 14 .

6 is a diagram illustrating a relationship between a database unit and a vehicle model determining unit.

6 , the database unit 54 may store vehicle sensing data provided from the vehicle sensing unit 11 , lidar data provided from the roadside sensing unit 31 , vision recognition data, and vehicle-specific standard shape data. have. In addition, the database unit 54 includes cadastral map data, vehicle registration data provided from the vehicle database unit 15, speed data provided from the speed control unit 12, steering data provided from the steering control unit 13, and the predicted driving route data. can be stored.

The vehicle sensing data, lidar data, vision recognition data, vehicle-specific standard shape data, and vehicle registration data stored in the vehicle database unit 15 are to be provided to the vehicle model determination unit 51 as shown in FIG. 6 . can The vehicle model determination unit 51 provides the vehicle sensing data, lidar data, vision recognition data, standard shape data for each vehicle, and vehicle registration data to the vehicle and adjacent vehicles (front, rear, side, front) of the vehicle. You can determine the vehicle model of the front, rear, side, etc.). The vehicle model determining unit 51 uses the vehicle sensing data, the lidar data, and the vision recognition data to determine the vehicle and adjacent vehicles of the vehicle (front, rear, side, front, front, rear, and side). etc.) can play a role in determining the vehicle model.

However, when the vehicle model determined by the vehicle model determination unit 51 is not accurate, the vehicle model determination unit 51 may apply a default model to the vehicle and adjacent vehicles of the vehicle. For example, when the degree of discrimination (or accuracy) of the vehicle and adjacent vehicles of the vehicle by the vehicle model determination unit 51 is about 70% or less, the vehicle model determination unit 51 determines the vehicle registration data As a basis, the default model extracted based only on the standard shape data for each vehicle of the corresponding vehicle may be determined as the vehicle model of the corresponding vehicle. However, the numerical value of about 70% is not limited, and of course, it may be designed to be changed for each situation.

The vehicle model determined by the vehicle model determining unit 51 may be provided in the form of a 3D shape mesh.

When the vehicle model of each vehicle is determined, an ID may be assigned to each vehicle.

On the other hand, the vehicle model determining unit 51 further includes a real-time vehicle type (or on-site vehicle type) such as loads loaded on the vehicle (eg, loaded containers, loaded articles, etc.) as well as each vehicle. Thus, the vehicle model may be determined.

7 is a diagram showing the relationship between vehicle sensing data, cadastral map data, lidar data, and vision recognition data, and a coordinate determination unit for each vehicle part.

Referring to FIG. 7 , vehicle sensing data, cadastral map data, lidar data, and vision recognition data stored in the database unit 54 may be provided to the coordinate determination unit 52 for each vehicle part. The cadastral map data may be a constant value (or an absolute value). That is, the cadastral map data may be data representing a road surface, a structure on the road surface, and/or an obstacle on the road surface, regardless of a relationship with an adjacent vehicle. The cadastral map data may be two-dimensional coordinate data.

The vehicle part-specific coordinate determination unit 52 is configured to use the vehicle sensing data, cadastral map data, lidar data, and vision recognition data to determine the vehicle and adjacent vehicles (front, rear, side, front, rear, rear, side) of the vehicle. It is possible to determine the coordinates (hereinafter, derived data) of each vehicle part of the side, etc.). The coordinate determination unit 52 for each vehicle part may determine the coordinates for each vehicle part with reference to the vehicle model determined by the vehicle model determiner 51 described above with reference to FIG. 6 .

The coordinates for each vehicle part may be not only two-dimensional coordinates on a plane, but also three-dimensional coordinates including a height. The actual measurement reference point of the coordinates for each vehicle part may be a pairing sensor or a facility installed in a lane or a roadside. That is, based on the actual measurement reference point, the coordinates for each vehicle part may be determined in consideration of the angle and distance between the vehicle parts. After the vehicle part-specific coordinates are determined, they may be corrected at any time.

More specifically, the vehicle part-specific coordinate determining unit 52 may determine the vehicle-specific coordinates of each vehicle based on the individual vehicle model determined by the vehicle model determining unit 51 and the cadastral map data.

As described above, the coordinate determination unit 52 for each vehicle part additionally generates three-dimensional coordinates of the road based on the cadastral map data (two-dimensional coordinates) and the roadside sensing unit 31, based on a reference point to be described later. can do. Since the coordinate determination unit 52 for each vehicle part additionally generates three-dimensional coordinates (mesh shape) of the road, it is not necessary to newly calculate the coordinate values of the vehicle every time the vehicle passes. That is, if the coordinate value of the vehicle is newly calculated every time the vehicle passes, the possibility of a recognition error may occur depending on various situations. By additionally generating three-dimensional coordinates, there is an advantage in that the possibility of a recognition error can be prevented in advance according to various situations. Furthermore, the vehicle part-specific coordinate determination unit 52 has the advantage of being able to express the vehicle more quickly and accurately by additionally generating three-dimensional coordinates (mesh shape) of the road.

The three-dimensional mesh-shaped coordinates are based on the cadastral map data (two-dimensional coordinates) and the roadside sensing unit 31, and the space itself within the predetermined range covered by the roadside sensing unit 31 is a 3D linear mesh. , and the intersection point of the 3D linear meshes may be set as a default value.

In some embodiments, the curvature of the road (or road surface) or the presence of a falling object on the road may be sensed in real time by the roadside sensing unit 31 and updated in real time on the coordinates of the three-dimensional mesh shape.

As in this embodiment, by generating the coordinates in the three-dimensional mesh form, even if only the angle of the radar transmitted from the roadside sensing unit 31 and the reflection distance from the reflector (eg, vehicle or load) are known, There is an advantage in that the position of the reflector can be accurately identified.

The data (coordinates for each vehicle part of an individual vehicle, and three-dimensional coordinates of a road) derived from the coordinate determination unit 52 for each vehicle part will be hereinafter referred to as derived data ID.

The vector analysis unit 55 determines a vector value between the corresponding vehicle and adjacent vehicles of the corresponding vehicle based on the coordinates for each vehicle part of the individual vehicle, the speed data, and the steering data among the derived data ID. can The vector value is an absolute coordinate value (three-dimensional) between the corresponding vehicle and adjacent vehicles of the corresponding vehicle, a relative speed value between the corresponding vehicle and adjacent vehicles of the corresponding vehicle, and the adjacent vehicle and the corresponding vehicle. It may include a relative direction value (three-dimensional) between vehicles.

The vector analysis unit 55 may determine a vector value between the corresponding vehicle and adjacent vehicles of the corresponding vehicle, but may determine the vector value based on the coordinates of each representative part of the vehicle. The vector analysis unit 55 may substitute the determined vector values of the coordinates for each representative part of the vehicles to the three-dimensional coordinates of the road among the derived data ID derived from the coordinates for each vehicle part determiner 52 .

8 is a view showing a relationship between a coordinate determination unit for each vehicle part, a derived data communication unit, and an adjacent vehicle.

Referring to FIG. 8 , the derived data ID derived from the vehicle part-specific coordinate determining unit 52 may be provided to the derived data communication unit 53 . The derived data ID provided to the derived data communication unit 53 may be provided to adjacent vehicles (front, rear, side, front, rear, rear, side, etc.) of the vehicle.

When the derived data ID is provided to adjacent vehicles (front, rear, side, front, rear, side, etc.) of the vehicle, it is stored in the vehicle database unit 15 of each vehicle and stored in the vehicle communication unit 14 ), based on the vehicle registration data stored in the database unit 54, can be provided to adjacent vehicles (front, rear, side, front, front, rear, side, etc.) of the vehicle.

Meanwhile, the derived data ID may be provided through the derived data communication unit 53 not only to adjacent vehicles of the vehicle, but also to the corresponding vehicle.

In FIG. 8 , it has been described that the derived data ID itself can be provided to adjacent vehicles through the derived data communication unit 53 , but the present invention is not limited thereto, and the coordinates for each representative part of the vehicles determined by the vector analysis unit 55 . The derived vector data substituted for the three-dimensional coordinates of the road among the derived data ID derived from the coordinate determination unit 52 for each vehicle part may be provided to adjacent vehicles through the derived data communication unit 53 . The derived vector data may be provided in the form of coordinates in the above-described three-dimensional mesh form. In some embodiments, the derived vector data may further include navigation destination information as well as steering data, speed data (and brake data, acceleration data, etc.) of the corresponding vehicle.

The derived vector data may be generated for each ID assigned to each vehicle by determining the vehicle model of each vehicle.

The derived vector data for each ID may be provided to adjacent vehicles through the derived data communication unit 53 together with road condition information (eg, abnormal flow information, traffic light information, etc.). In addition, since the derived vector data can be communicated in both directions, the derived vector data generated from the adjacent vehicles can also be provided to the corresponding vehicle. For this reason, since it is easy to know not only real-time driving information, but also an expected traffic flow chart and an expected lane change degree, there is an advantage in that autonomous driving traffic distribution and defensive driving can be promoted.

9 is a diagram showing the configurations of derived data.

Referring to FIG. 9 , the derived data ID may be provided in the form of numerical data and image data. The numerical data may be coordinate values for each vehicle part of the vehicle and adjacent vehicles of the vehicle and a three-dimensional coordinate value of a road. In addition, the numerical data may include precise coordinates regarding obstacles (in consideration of height, etc.) around the vehicle. The image data may be an accurate image of the vehicle, adjacent vehicles of the vehicle, and obstacles (in consideration of height, etc.) around the vehicle.

10 is a diagram showing a relationship between a vector analysis unit, a coordinate determination unit for each vehicle part, and a database unit.

Referring to FIG. 10 , the vector analysis unit 55 may receive derived data ID from the coordinate determination unit 52 for each vehicle part, and may receive speed data and steering data from the database unit 54 .

The vector analysis unit 55 determines a vector value between the corresponding vehicle and adjacent vehicles of the corresponding vehicle based on the coordinates for each vehicle part of the individual vehicle, the speed data, and the steering data among the derived data ID. can The vector value is an absolute coordinate value (three-dimensional) between the corresponding vehicle and adjacent vehicles of the corresponding vehicle, a relative speed value between the corresponding vehicle and adjacent vehicles of the corresponding vehicle, and the adjacent vehicle and the corresponding vehicle. It may include a relative direction value (three-dimensional) between vehicles.

According to this embodiment, by deriving absolute coordinate values (three-dimensional) between adjacent vehicles of the corresponding vehicle on coordinates in the form of a three-dimensional mesh, there is no need to calculate the distance between the sensor and the corresponding vehicle or inter-vehicle distance each time. There is this.

11 is a diagram illustrating a relationship between a vehicle database unit, a vehicle communication unit, and a counterpart vehicle. 12 is a diagram showing configurations of counterpart vehicle operation information.

11 and 12 , the other vehicle (or adjacent vehicle) operation information may be provided to the vehicle database unit 15 of the corresponding vehicle through the vehicle communication unit 14 . The relative vehicle operation information may be a vector value between the relative vehicle and adjacent vehicles of the opposite vehicle determined by the vector analyzing unit 55 of the opposite vehicle.

Although the present invention described above has been described with reference to an embodiment shown in the drawings, this is merely exemplary, and various modifications and equivalent other embodiments are possible by those skilled in the art. should be made clear. Accordingly, the true technical protection scope of the present invention should be construed by the appended claims, and all technical ideas within the equivalent scope should be construed as being included in the scope of the present invention.

1: 3D vector coordinate system for autonomous driving
10: autonomous driving unit
30: roadside installation part
50: central processing unit

Claims (3)

an autonomous driving unit mounted on the vehicle and communicating with the central processing unit;
a roadside installation unit installed on the roadside and communicating with the central processing unit; and
and a central processing unit in communication with the autonomous driving unit and the roadside installation unit,
The autonomous driving unit is a vehicle sensing unit for sensing the surroundings of the vehicle,
a speed control unit for autonomously controlling the speed of the vehicle; and
A three-dimensional vector coordinate system for autonomous driving, comprising a steering control unit for autonomously controlling the steering of the vehicle.
The method of claim 1,
A three-dimensional vector coordinate system for autonomous driving, wherein the autonomous driving unit further includes a vehicle communication unit that wirelessly communicates with the central processing unit.
The method of claim 1,
The autonomous driving unit stores a registration number of a vehicle and model information of the vehicle, and further includes a vehicle database unit that provides the registration number and model information to the central processing unit through the vehicle communication unit 3D vector coordinates for autonomous driving system.

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