KR20220154267A - Method for Providing Safe Guided Route And Vehicle Integrated Controller Therefor - Google Patents

Abstract

The present disclosure provides a method for providing a safe guided route, and an integrated controller for a vehicle therefor. According to one aspect of the present disclosure, the present invention determines whether there is abnormality in a driver's state based on vehicle behavior information, again, when it is determined that there is the abnormality in the driver's state based on driver information, and decides a guided route for enabling a vehicle to driver according to a result of redetermination.

Description

Method for Providing Safe Guided Route And Vehicle Integrated Controller Therefor}

The present invention relates to a method for providing a safe guidance path and an integrated controller for a vehicle therefor.

The contents described in this part merely provide background information on the present embodiment and do not constitute prior art.

Development of autonomous driving technology, which enables a vehicle to drive on the road by itself without driver's intervention and driving assist to ensure driver's safety and provide driving convenience, is accelerating.

DDREM (Departed Driver Rescue and Exit Maneuver) technology is an example of driving assistance technology, which detects a situation in which the driver cannot control the vehicle, controls the vehicle, and guides the driving path to mitigate the risk of vehicle collision. For example, DDREM technology guarantees the driver's safety and provides driving convenience when the driver is drowsy driving or is in a state of health that prevents him or her from operating the vehicle by himself, such as a heart attack.

However, the conventional DDREM technology performs collision avoidance based only on the sensed vehicle state information and driver state information, and thus has a problem of not accurately detecting an abnormality in the driver's state. In addition, the guidance path provided by the DDREM does not consider the road conditions or surrounding vehicle conditions, so there is a problem in that the degree of matching is lowered and may be exposed to the risk of an accident.

According to one aspect of the present disclosure, when it is determined that there is an abnormality in the driver's condition based on the driver information, the main purpose is to improve the accuracy of the driver's condition determination by re-determining whether there is an abnormality in the driver's condition based on the vehicle behavior information. There is a purpose.

According to another aspect of the present disclosure, another main purpose is to provide a safer guidance path by determining a guidance path for the vehicle to safely drive using road conditions or surrounding vehicle conditions when it is determined that there is an abnormality in the driver's condition. have.

According to another aspect of the present disclosure, another main object is to provide an optimal guidance path by receiving reference information for determining an optimal guidance path from a driver and providing a guidance path according to the reference information.

According to one aspect of the present disclosure, the in-vehicle communication unit for communicating with at least one sensor, at least one controller and an input unit mounted in the vehicle; V2X communication unit that communicates with other vehicles and / or infrastructure; a collection unit that collects vehicle behavior information and driver information, which is information about the driver of the vehicle, using the in-vehicle communication unit; and when it is determined that there is an abnormality in the driver's condition based on the driver information (hereinafter referred to as 'first determination'), it is determined again whether there is an abnormality in the driver's condition based on the vehicle behavior information (hereinafter referred to as 'second determination'). '), and a safety guidance path providing unit for determining a guidance path for driving the vehicle according to a result of the second judgment.

According to another aspect of the present disclosure, the safety guide route providing unit performs the first determination based on the driver information, and when it is determined that there is an abnormality in the driver's condition as a result of the first determination, the vehicle behavior information is displayed. a driver condition determination unit that performs the second determination based on; A surrounding situation determining unit for checking a road condition on which the vehicle is traveling or a condition of surrounding vehicles of the vehicle using the in-vehicle communication unit and/or the V2X communication unit; and a guide path providing unit for determining a guide path for the vehicle to travel using the road conditions or the surrounding vehicle conditions when it is determined that there is an abnormality in the driver's condition as a result of the second determination. An integrated controller is provided.

According to another aspect of the present disclosure, the collection unit, using the in-vehicle communication unit, further collects optimal route information, which is information that is a criterion for generating the second guide route, and the guide route providing unit, An integrated controller for a vehicle characterized in that for generating the second guide route according to the criterion of optimal route information.

According to another aspect of the present disclosure, the process of collecting vehicle behavior information and driver information, which is information about the driver of the vehicle, as collection information from at least one sensor, at least one controller, and an input unit mounted on a vehicle; and when it is determined that there is an abnormality in the driver's condition based on the driver information (hereinafter referred to as 'first determination'), it is determined again whether there is an abnormality in the driver's condition based on the vehicle behavior information (hereinafter referred to as 'second determination'). '), and determining a guidance path for driving the vehicle according to the result of the second judgment.

According to one aspect of the present disclosure, when it is determined that there is an abnormality in the driver's condition based on the driver information, it is possible to improve the accuracy of the driver's condition determination by re-determining whether there is an abnormality in the driver's condition based on the vehicle behavior information. have.

According to another aspect of the present disclosure, when it is determined that there is an abnormality in the driver's condition, a guidance path for driving the vehicle is determined using road conditions or surrounding vehicle conditions, thereby providing a safer guidance path.

Accordingly, in the case of using the method for providing a safe guidance path according to various aspects of the present disclosure and the integrated controller for a vehicle therefor, it is accurately determined when the driver is in an abnormal state such as drowsiness or heart attack, and in the abnormal state, the vehicle travels. By creating an optimal guidance path according to road conditions and surrounding vehicle conditions and controlling the vehicle, it has the effect of safely moving the driver and passengers and preventing accidents.

1 is a block diagram schematically illustrating an integrated controller for a vehicle according to an embodiment of the present disclosure.
2 is a block diagram schematically showing a safety guide path providing unit according to an embodiment of the present disclosure.
3 is a flowchart illustrating a method for providing a safety guidance path according to an embodiment of the present disclosure.

Hereinafter, some embodiments of the present disclosure will be described in detail through exemplary drawings. In adding a reference code to the components of each drawing, it should be noted that the same components have the same numbers as much as possible even if they are displayed on different drawings. In addition, in describing the present disclosure, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present disclosure, the detailed description will be omitted.

In addition, in describing the components of the present disclosure, terms such as second and first may be used. These terms are only used to distinguish the component from other components, and the nature, order, or order of the corresponding component is not limited by the term. Throughout the specification, when a part 'includes' or 'includes' a certain component, it means that it may further include other components without excluding other components unless otherwise stated. . In addition, the '... Terms such as 'unit' and 'module' refer to a unit that processes at least one function or operation, and may be implemented as hardware, software, or a combination of hardware and software.

The detailed description set forth below in conjunction with the accompanying drawings is intended to describe exemplary embodiments of the present disclosure, and is not intended to represent the only embodiments in which the present disclosure may be practiced.

1 is a block diagram schematically illustrating an integrated controller for a vehicle according to an embodiment of the present disclosure.

An integrated controller 100 according to an embodiment of the present disclosure is mounted on a vehicle 10 such as a car, taxi, van, bus, or truck, and receives data from various devices inside/outside the vehicle 10 And, by storing, processing and/or analyzing the received data, the overall driving of the vehicle 10 is controlled.

The integrated controller 100 interlocks with at least one controller 160 mounted in the vehicle to electrically control various driving devices (not shown) in the vehicle, or directly controls various driving devices in the vehicle independently of the controller 160. can do.

Referring to FIG. 1 , the integrated controller 100 according to an embodiment of the present disclosure includes an in-vehicle communication unit 110, a V2X communication unit 120, at least one processor 130 and 132, a memory 140, and an internal communication unit. (150) is included in whole or in part. All blocks shown in FIG. 1 are not essential components, and some blocks included in the integrated controller 100 may be added, changed, or deleted in other embodiments.

The in-vehicle communication unit 110 is configured to communicate with at least one controller 160, at least one sensor 170, and/or an input unit 172 mounted in the vehicle.

The in-vehicle communication unit 110 may transmit/receive data with the controller 160, at least one sensor 170, and/or the input unit 172 using various communication protocols existing in the vehicle. The communication protocol may include at least one of CAN (Controller Area Network), CAN FD (CAN with Flexible Data rate), Ethernet, LIN (Local Interconnect Network), and FlexRay, but is not limited thereto Any protocol for communication between various devices mounted on a vehicle may be applied.

The controller 160 may collect information related to each vehicle controller, such as DDREM (Departed Driver Rescue and Exit Maneuver), as controller information. Here, in the DDREM, systems related to DSW (Driver Status Warning) and DAW (Driver Awareness Warning) can be used. For example, the DSW system recognizes the driver using an indoor camera as one of the sensors 170 mounted in the vehicle 10, and determines the driver's state abnormality based on whether the driver's eyes are out of sight or the pattern of eye blinking. The DAW system determines driving stability of the vehicle 10 using a front camera as one of the sensors 170 mounted on the vehicle 10 . When the DDREM determines that the driving stability of the vehicle 10 is poor, the driving state of the vehicle 10 is switched to the autonomous driving state, and the vehicle 10 is identified using a high-precision map, camera, radar, etc. as the sensor 170. It provides a guide path that can be safely driven. This guidance route may be a route that selects a safety area (rest area, sleepy shelter, shoulder, hospital, empty space on the road, etc.) closest to the current location of the vehicle 10 and moves to that area, but in this embodiment not limited

In addition to the controller 160, EMS (Engine Management System), ESC (Electronic Stability Control), ESP (Electronic Stability Program), VDC (Vehicle Dynamic Control), LKAS (Lane Keeping Assistance System), SCC (Smart Cruise Control), Adaptive Cruise Control (ACC), Autonomous Emergency Braking (AEB), Forward Collision-Avoidance Assist (FCA), Highway Driving Assist (HDA), Highway Driving Pilot (HDP), Lane Departure Warning (LDW), Driver Awareness Warning (DAW) , DSW (Driver State Warning), and/or other devices that electrically control various driving devices in the vehicle.

The sensor 170 is a radar, lidar, ultrasonic sensor, camera, high-precision map, wheel speed sensor, accelerator level It may include one or more of a detection sensor, a brake pedal, a steering angle sensor, a yaw rate sensor, a Global Positioning System (GPS) receiver, and a gyroscope sensor. It is not limited to, and may include all sensors applicable to vehicles.

The input unit 172 is mounted on the vehicle 10 and receives an input (eg, touch input, voice input, button input, text input, etc.) from a driver/passenger and inputs the input to the controller 160 and/or the in-vehicle communication unit 110. send the data of The input unit 172 receives alarm information from the sensor 170, the controller 160, and/or the in-vehicle communication unit 110 and outputs an alarm (message output, sound output, etc.).

As the input unit 172, a display unit, a microphone unit, an indoor camera, a biometric sensor, and a grip sensor detecting whether or not the driver grips the steering wheel of the vehicle 10 are employed. It can be, but is not limited to.

When the input unit 172 is a display unit, a driving mode input from a driver/passenger to the display unit, criteria for creating an optimal route (eg, required time, required cost, risk level, etc.), and personal information of the driver/passenger Information, vehicle driving information (eg, autonomous driving mode/manual driving mode, sports mode/eco mode/safe mode/normal mode, etc.), health condition information, etc. may be received and transmitted to the in-vehicle communication unit 110. When the input unit 172 is a microphone unit, a voice input from a driver/passenger may be received and transmitted to the in-vehicle communication unit 110 . In another embodiment, the input unit 172 may receive driver's biometric information, communication information, health status information, etc. by interworking with a wearable device or a driver's terminal.

The V2X communication unit 120 is configured to communicate with an external device of the vehicle. According to embodiments, the V2X communication unit 120 may communicate with another vehicle 180 (V2V: Vehicle to Vehicle) or communicate with the infrastructure 190 (Vehicle to Infrastructure). The infrastructure 190 may be, for example, a roadside base station that periodically transmits traffic information in conjunction with a Transportation Information System (TIS) or an Intelligent Transport System (ITS), but is not limited to this example, and a vehicle ( 10) and all infrastructures that can communicate with it.

The V2X communication unit 120 may preferably transmit and receive data to and from the outside of the vehicle using a wireless communication protocol. To this end, the V2X communication unit 120 may include at least one of a transmit antenna, a receive antenna, a radio frequency (RF) circuit capable of implementing various communication protocols, and an RF element.

According to embodiments, overall operations of the in-vehicle communication unit 110 and the V2X communication unit 120 may be controlled by a separate processor (not shown) provided therein. The in-vehicle communication unit 110 and the V2X communication unit 120 may include one or more processors or may not include a processor. When not including a processor, the in-vehicle communication unit 110 and the V2X communication unit 120 may operate under the control of at least one processor 130 and 132 in the integrated controller 100.

Processors 130 and 132 may control the overall operation of vehicle 10 . According to embodiments, each of the processors 130 and 132 may include an electronic controller unit (ECU), a micro controller unit (MCU), an application processor (AP), and/or various operations. and other electronic devices capable of generating control signals.

At least one of the processors 130 and 132 may perform a determination related to the control of the vehicle 10 and control another controller 160 and/or a driving device (not shown) according to the determination result. According to embodiments, the at least one processor 130 and 132 may operate the controller 160 and/or a driving device (not shown) based on data received by the in-vehicle communication unit 110 and/or the V2X communication unit 120. It is possible to create a control command to control.

At least one of the processors 130 and 132 is a gateway for supporting communication between the controller 160 and/or sensors 170 that transmit and receive data using different protocols and different data buses. function can be provided.

At least one of the processors 130 and 132 may control navigation and may create, update, or terminate a navigation map.

At least one of the processors 130 and 132 determines the abnormal state of the driver of the vehicle 10, and judges or verifies the determination of the abnormal state of the driver using the behavior information of the vehicle 10. When at least one of the processors 130 and 132 determines that there is a state abnormality for the driver, the controller determines the consistency of the guidance path previously created and/or the degree of risk when driving on the corresponding path, and determines that there is no consistency or the degree of risk is high. When it is determined, a guide path considering the driver's condition abnormality is regenerated. At least one of the processors 130 and 132 controls the vehicle 10 according to the regenerated guidance path or the pre-generated guidance path determined to be consistent and not high in risk.

The memory 140 stores various programs and data necessary for driving the vehicle 10 . The memory 140 may store data input/output to at least one of the processors 130 and 132 . The memory 140 may store data processed by at least one of the processors 130 and 132 . The memory 140 may store various data for overall operation of the vehicle 10, such as a program for processing or controlling the at least one processor 130 and 132.

The memory 140 stores various data necessary for autonomous driving and/or driving assistance of the vehicle, or data generated in the process of providing the autonomous driving and/or driving assistance functions of the vehicle by the processors 130 and 132. can be saved

Map information required for autonomous driving and/or driving assistance control by the processors 130 and 132 may be stored in the memory 140 . The memory 140 is map information, and includes a navigation map providing information in units of roads and/or a precision road map providing information in units of lanes, that is, a 3D high-precision map (HD-map: High Definition-map) can be saved. The map information stored in the memory 140 is used for autonomous driving and/or driving assistance of the vehicle 10, such as lanes, lane center lines, regulatory lines, road boundaries, road center lines, traffic signs, road surface markings, road shapes and heights, lane widths, etc. It can provide dynamic and static information required for control.

An algorithm for autonomous driving and/or driving assistance control of a vehicle may be stored in the memory 140 . The processors 130 and 132 may execute an algorithm stored in the memory 140 to perform active autonomous driving and/or driving assistance control on the surrounding environment of the vehicle.

The internal communication unit 150 prevents a fault propagation problem in which the normal processors 130 and 132 are affected when the malfunctioning processors 130 and 132 are not accurately recognized, and between the processors 130 and 132 or It is introduced to improve the communication speed between the processors 130 and 132 and the memory 140.

According to one embodiment of the present disclosure, the internal communication unit 150 is a DMA controller (not shown) that directly accesses the memory 140 or the local memory (not shown) of the processors 130 and 132 on behalf of each of the processors 130 and 132. A direct memory access controller (not shown) may be included.

The internal communication unit 150 performs data transmission between the processors 130 and 132 or between the processors 130 and 132 and the memory 140 . Accordingly, the processors 130 and 132 can perform calculation and data transmission in parallel (parallel processing). For example, the internal communication unit 150 may perform a read/write operation by accessing the memory 140 instead of the processors 130 and 132 . Accordingly, the processors 130 and 132 may perform other calculation processing while the read/write operation is performed, and when the operation is completed, a completion interrupt is received from the internal communication unit 150 . On the other hand, if the processors 130 and 132 do not receive the completion interrupt, it may be determined that the memory 140 is out of order.

In the case of using the DMA controller in this way, it is possible to implement a faster communication speed than the existing CAN communication method, and it is possible to recognize a failure based on whether or not an interrupt is received.

Depending on embodiments, the processors 130 and 132 may recognize whether or not messages from the other processors 130 and 132 are normally received and/or whether messages are out of order based on whether or not an ACK is received.

For example, when the first processor 130 wants to transmit a message to the second processor 132, the first processor 130 or the internal communication unit 150 issues an interrupt to the second processor 132 and recognizes the interrupt. One second processor 132 checks the message. After confirming the message, the second processor 132 transmits an ACK indicating that the message was normally received. The second processor 132 or the internal communication unit 150 interrupts the first processor 130, and upon receiving the ACK, the first processor 130 recognizes that the second processor has normally received the message.

Meanwhile, when the second processor 132 does not transmit an ACK, the first processor and/or the internal communication unit 150 may retransmit the message or immediately determine that the second processor 132 is out of order.

2 is a block diagram schematically showing a safety guide path providing unit according to an embodiment of the present disclosure.

Referring to FIG. 2 , the safety guide route providing unit 200 according to an embodiment of the present disclosure includes a controller information collection unit 210, a driver information collection unit 220, a navigation information collection unit 230, and environmental information collection. unit 240, other vehicle information collection unit 250, driver condition determination unit 260, surrounding situation determination unit 270, and guide route provision unit 280 are included in whole or in part. All blocks shown in FIG. 2 are not essential components, and some blocks included in the safety guide path providing unit 200 may be added, changed, or deleted in another embodiment.

The function (operation) of the safety guide path providing unit 200 according to an embodiment of the present disclosure may be distributed and performed by a plurality of processors 130 and 132 . For example, the function of the controller information collection unit 210 may be performed by the first processor 130 and the function of the environment information collection unit 240 may be performed by the second processor 132, but in this embodiment not limited

Hereinafter, for convenience of description, it will be described that all component functions included in the safety guide path providing unit 200 are performed by a single processor 130 and 132. For example, the function of the safety guide path providing unit 200 may be performed by the first processor 130 . In this case, the safety guide path providing unit 200 may be a sub-element of the first processor 130 .

Meanwhile, in this embodiment, the controller information collection unit 210, the driver information collection unit 220, the navigation information collection unit 230, the environment information collection unit 240, and the other vehicle information collection unit 250 are the collection units (not shown). City) can be referred to as

The controller information collection unit 210 collects information that the in-vehicle communication unit 110 receives from at least one controller 160 .

The controller information collection unit 210 may collect vehicle behavior-related information (hereinafter referred to as 'behavior information') among information received by the in-vehicle communication unit 110 from at least one controller 160 . For example, the behavior information may include left/right direction indicator information (eg, on/off information, blinking information, etc.) of the vehicle 10, steering angle, steering angular velocity, vehicle speed, acceleration Includes one or more of pedal location information, brake pedal location information, slip occurrence, yaw rate, turning state, radius of turning, sideslip angle, climbing state, and driver's driving mode It may be, but is not limited thereto, and may include all information related to the behavioral state of the vehicle 10.

The driver information collection unit 220 uses the in-vehicle input unit 172, the communication unit 110, the V2X communication unit 120, and/or the memory 140 to obtain information about the driver of the vehicle 10 (hereinafter referred to as 'driver information'). ') is collected. Driver information includes driver identification information, driver vital signs (e.g. Electrocardiogram (ECG), Electromyogram (EMG), Electroencephalogram (EEG), Electrooculogram (EOG), pulse, blood pressure) pressure), bio-impedance signal, bio-acoustic signal, biomagnetic signal, biomechanical signal, biochemical signal, etc.), driver health Information (e.g., fatigue, underlying disease, vision condition, medical information, etc.), driver's carelessness state information, driver's face recognition information, driver's gaze information, and driver's driving time/mileage information may be included in whole or in part. However, it is not limited to this.

The navigation information collection unit 230 collects navigation information of the vehicle 10 using the in-vehicle communication unit 110, the V2X communication unit 120, and/or the memory 140. The navigation information may include location information of the vehicle 10, map information corresponding to the location information, route information, and state information of the road on which the vehicle 10 is driving (curvature, slope, lane, etc.) of the vehicle 10.

The navigation information collection unit 230 uses the in-vehicle communication unit 110 to provide destination information input by the driver/passenger to the navigation device and/or input unit 172 mounted in the vehicle 10 and route information according to the destination setting (destination Among the candidate routes to the destination, shortest routes or preferred routes selected by the driver/passenger may be collected.

The navigation information collection unit 230 extracts map information corresponding to the current location from among map information pre-stored in the memory 140 based on the current location of the vehicle positioning from the GPS receiver, or uses the V2X communication unit 120 to extract map information from an external server. Map information corresponding to the current location can be collected from

The navigation information collection unit 230 may extract road state information from map information corresponding to the current location of the vehicle 10 or directly calculate road state information based on data of the sensor 170 .

The environment information collection unit 240 collects environment information about the external environment of the vehicle 10 . The environment information collection unit 240 may collect environment information received by the V2X communication unit 120 from the infrastructure 190 . For example, the environmental information collection unit 240 determines the type of road (eg, highway, local national road, city road, etc.), road surface condition, weather, and traffic flow (eg, smooth, slow, delayed, and congested). All information related to the external environment can be collected.

This environmental information may be information generated based on other vehicle information collected by the other vehicle information collecting unit 250 . For example, the environment information collection unit 240 may analyze the traffic flow as one of smooth, slow, delayed, and congested based on the speed of other vehicles 180 and the number of vehicles on the road on which the vehicle is traveling.

On the other hand, the information used to analyze the traffic flow on the road is not limited to the above. For example, the environmental information collection unit 240 includes the location (or relative position) of the other vehicle 180 collected by the other vehicle information collection unit 250, traffic flow information collected by itself, and navigation information collection unit 230 collected by the environment information collection unit 240. The traffic flow of the road on which the vehicle 10 is running may be analyzed by further considering the state information of the road.

The other vehicle information collection unit 250 collects state information (hereinafter, 'other vehicle information') of the other vehicle 180 received by the in-vehicle communication unit 110 and/or the V2X communication unit 120.

The other vehicle information collecting unit 250 may collect other vehicle information received by the in-vehicle communication unit 110 from at least one sensor 170 . For example, the other vehicle information collection unit 250 uses the in-vehicle communication unit 110 to determine whether or not another vehicle 180 has been detected for at least one of the front, left side, right side and rear of the vehicle, the other vehicle 180's All information about other vehicles 180 that can be calculated as sensor data, such as relative location, route, and relative speed, can be collected.

The sensor 170 used to collect other vehicle information may include one or more of a radar, lidar, ultrasonic sensor, and camera disposed on at least one of the front, left, right, and rear surfaces of the vehicle, but the type and arrangement of sensors The location and number of arrangements are not limited to a particular embodiment.

According to embodiments, the other vehicle information collection unit 250 may directly calculate other vehicle information based on data received from the sensor 170 by the in-vehicle communication unit 110 . For example, the other vehicle information collection unit 250 analyzes the time when the signal transmitted by the sensor 170 is reflected by the other vehicle 180 and returns, or the strength of the signal transmitted/received by the sensor 170, or the sensor 170 analyzes the captured image. By applying predefined image processing to one image, the relative position and relative speed of another vehicle 180 may be determined. Furthermore, the other vehicle information collection unit 250 may calculate spatial information when changing lanes based on the relative position and relative speed of the other vehicle 180 .

The other vehicle information collection unit 250 may collect other vehicle information received from the other vehicle 180 by the V2X communication unit 120 . For example, the other vehicle information collection unit 250 may collect all information related to the other vehicle 180, such as the vehicle type, speed, location, driving route, and heading angle of the other vehicle 180.

The driver condition determining unit 260 determines whether the driver's condition is abnormal based on all or part of the information collected by each collecting unit 210 to 250 . The abnormal condition of the driver means a case in which the driver has difficulty in operating the vehicle 10 or is unable to operate the vehicle 10 . When the driver condition determining unit 260 makes a first determination (hereinafter referred to as 'first determination') based on the driver information collected by the driver information collection unit 220 and determines that the driver's condition is abnormal in the first determination , In order to improve the accuracy of this determination, a second determination (hereinafter referred to as 'second determination') is made based on the behavior information of the vehicle 10.

For example, the driver condition determination unit 260 may perform a first determination based on the driver's vital signal and/or the driver's health information collected by the driver information collection unit 220 . If the driver's electrocardiogram, pulse rate, and/or blood pressure is out of the bio homeostasis maintenance range, if the value of a specific biosignal of the driver is out of the range set based on the driver's health information, the driver identified as the same person has a predetermined driving time or In the case of continuously driving beyond the mileage or in the case of not recognizing or detecting the driver's face or gaze for a predetermined period of time or longer, the driver condition determining unit 260 may determine that the driver's condition is abnormal.

When determining that the driver's condition is abnormal in the first determination, the driver condition determination unit 260 may perform a second determination based on the behavior information collected by the controller information collection unit 210 . For example, the driver condition determination unit 260 combines the behavior information previously stored in the memory 140 and/or the behavior information of the other vehicle 180 and the behavior information collected when it is determined that there is an abnormality in the driver's condition in the first determination. By comparing, a second judgment may be performed. If the behavior information pre-stored in the memory 140 is the behavior information collected when it is determined that there is no abnormality in the driver's condition, the driver's condition determination unit 260 determines that the difference between the two behavior information exceeds the reference value. It can be determined that there is something wrong with the driver's condition. Alternatively, if the behavior information pre-stored in the memory 140 is the behavior information collected when it is determined that the driver's condition is abnormal, the driver's condition determination unit 260 determines the driver's condition if the difference between the two behavior information is less than the reference value. It can be judged that there is something wrong with the condition. When determining that the driver's condition is abnormal in the first determination, the driver state determining unit 260 may determine that the driver's state is abnormal even when the difference between the collected behavior information and the behavior information collected immediately before exceeds a reference value. .

In the case of the second determination, at least one control parameter information collected from at least one controller 160 that electrically controls various driving devices in the vehicle is used as behavior information to improve the accuracy of determining whether the driver's condition is abnormal. have. The driver condition determination unit 260 may determine whether the driver condition is abnormal according to a combination of each control parameter value using a mapping table. Alternatively, the driver state determining unit 260 performs data mining using each control parameter as a feature, or uses a regression model or a neural network model using each control parameter as an input parameter. ) may be used to determine whether the driver's condition is abnormal, but is not limited thereto.

When the driver condition determination unit 260 determines that there is an abnormality in the driver's condition, the ambient situation determination unit 270 determines that there is an abnormality in the driver's condition as a result of the second determination, each collection unit 210 to 250 ) Checks the surrounding situation of the vehicle 10 based on the collected information. Specifically, the surrounding situation determining unit 270 checks the road condition based on information related to the external environment of the vehicle 10, such as the type of road, road surface condition, weather or traffic flow collected by the environmental information collection unit 240. do. The confirmation of the road condition may be a result of determining a category such as very good, good, average, bad, or very bad using various information included in environmental information as a parameter, but is not limited to this method.

In addition, the surrounding situation determination unit 270 determines the position (or relative position), speed (or relative speed), or route of at least one other vehicle 180 adjacent to the vehicle 10 collected by the other vehicle information collection unit 250. Based on the state information of other vehicles 180, etc., the state of surrounding vehicles is checked. Determination of the state of the surrounding vehicle may be the result of determining a category such as very high, high, normal, low, or very low using various information included in the state information of the other vehicle 180 as a parameter, but in this way not limited

The guide route providing unit 280 determines a guide route when the driver condition determination unit 260 determines that there is an abnormality in the driver's condition, preferably when the second determination result determines that there is an abnormality in the driver's condition. When it is determined that there is an abnormality in the driver's condition, the guide route provider 280 determines the compatibility and/or risk of the guide route previously created by the controller 160 (hereinafter referred to as 'first guide route'), When it is determined that the guidance path is inconsistent or has a high degree of risk, a second guidance path that is more consistent or has a lower degree of risk than the first guidance path may be generated.

Specifically, when it is determined that the driver's condition is abnormal as a result of the determination of the driver condition determining unit 260, the guidance path providing unit 280 checks whether the first guidance path previously created by the control unit (eg, DDREM) is consistent. It is determined using the confirmation result of the situation determination unit 270. For example, the guide route providing unit 280 may determine that the first guide route is inconsistent when it is impossible to reach the destination when driving on the first guide route or it is predicted that it will take a lot of time compared to the prior art. The guide route providing unit 280 predicts that the road condition will be bad or very bad or maintained when driving on the first guide route, and that the surrounding vehicles will become or remain very numerous. Even if it is predicted, it may be determined that there is no consistency with the first guide path, but it is not limited to this method.

The guide route providing unit 280 may determine the degree of risk by calculating an accident probability when driving on the first guide route based on the confirmation result of the surrounding situation determination unit 270 . For example, the degree of risk may be determined by predicting road conditions and surrounding vehicle conditions when driving along the first guidance route, and applying an accident probability according to a predetermined road condition and surrounding vehicle conditions to the prediction result.

When the guide route provider 280 determines that the first route is compatible and does not have a high risk, the controller 160 controls the controller 160 to drive the vehicle along the first route through the in-vehicle communication unit 110.

When the guide path providing unit 280 determines that the first path is inconsistent or has a high risk, it generates a second path that is compatible or has a higher risk than the first path, preferably an optimal path, The controller 160 is controlled through the in-vehicle communication unit 110 so that the vehicle 10 runs. Here, the optimal route may be a guidance route that is consistent to reach the destination and has the lowest risk, or a route that is consistent to reach the destination and has a risk level below the standard value and takes the minimum time. The criterion for determining may be variable according to the input of the input unit 172 .

Accordingly, the guide route providing unit 280 may provide a consistent and safe guide route as a route along which the vehicle 10 travels.

3 is a flowchart illustrating a method for providing a safety guidance path according to an embodiment of the present disclosure.

The vehicle 10 starts driving (S300).

The integrated controller 100 is information received from at least one controller 160 mounted on the vehicle 10, at least one sensor 170, an input unit 172, other vehicles 180, and the infrastructure 190, or Using the received information, all or part of environment information, other vehicle information, navigation information, driver information, and behavior information of the vehicle 10 are collected (S302). The driver information preferably includes the driver's biosignal and/or the driver's health information as the driver's biometric information.

The integrated controller 100 determines (first determination) an abnormal condition of the driver by using the driver information (S310). This determination is a primary determination by which the integrated controller 100 uses only the driver information, and the integrated controller 100 further performs a secondary determination in step S320 to prevent misjudgment of the driver's condition.

In step S310, when the integrated controller 100 determines that there is no abnormality in the driver's condition, the integrated controller 100 returns to step S302 to provide environmental information, other vehicle information, navigation information, driver information, and behavioral information of the vehicle 10. collect all or part of In this case, the integrated controller 100 does not need to control driving of the vehicle 10 by generating a guide path.

In step S320, when the integrated controller 100 determines that the driver's condition is abnormal, the integrated controller 100 determines the behavior information of the vehicle 10 collected in step S302 and/or the vehicle 10 collected in real time. The behavior information is compared with the behavior information stored in the memory 140 and/or the behavior information of the other vehicle 180 (S312). The behavior information stored in the memory 140 may be behavior information of the vehicle 10 collected when it is determined that there is no abnormality in the driver's condition or behavior information collected when it is determined that there is an abnormality in the driver's condition. When the results of the judgment and the second judgment are different, each collected behavior information may be used.

Using the comparison result of step S312, the integrated controller 100 determines (second determination) an abnormal condition of the driver using driver information (S320).

When it is determined that there is no abnormality in the driver's condition in step S320, the integrated controller 100 returns to step S302 to collect all or part of environment information, other vehicle information, navigation information, driver information, and behavior information of the vehicle 10. do. In this case, the integrated controller 100 does not need to control driving of the vehicle 10 by generating a guide path.

In step S320, when it is determined that there is an abnormality in the driver's condition, the integrated controller 100 determines the compatibility of the first guidance path, which is a guidance path previously generated by the controller 160, and/or the degree of risk of the first guidance path (S322 ).

In order to determine the compatibility or risk of the first guidance route, environmental information, other vehicle information, and/or navigation information collected in step S302 and furthermore, environmental information, other vehicle information, and/or navigation information collected in real time are further used. can be used For example, at the time of performing step S322, the vehicle 10 may be traveling along the first guidance path or may be in a state before driving along the first guidance path. Accordingly, the integrated controller 100 checks the road conditions or surrounding vehicle conditions according to driving on the first guidance path based on the environment information, other vehicle information, and/or navigation information to determine the consistency of the first guidance path and/or risk can be assessed. Alternatively, the integrated controller 100 predicts the road condition or surrounding vehicle condition according to driving on the first guidance route based on the road condition and the surrounding vehicle condition confirmed based on environment information, other vehicle information, and/or navigation information. Accordingly, it is possible to determine the compatibility and/or risk of the first guidance path.

Based on the determination result of S322, the integrated controller 100 determines whether the first guidance path is inconsistent or has a high risk (S330). A value pre-stored in the memory 140 may be used as a reference value for determining whether compatibility exists or whether the risk is high. Alternatively, it may vary according to information received from another vehicle 180.

In step S330, if it is determined that the first guidance path is inconsistent or has a high risk, the integrated controller 100 selects a guidance path that is consistent with or has a low risk compared to the first guidance path, preferably has a minimum risk level while being consistent, or has a low risk level. generates an optimal path that is minimal compared to the required time or cost as second control information (S332).

The integrated controller 100 controls the driving of the vehicle according to the first guidance path when it is determined in step S322 that the first guidance path is consistent but not high in risk, and if the second guidance path is generated in step S332, the second guidance path is generated. Driving of the vehicle is controlled according to the guide route (S334).

After step S334, the integrated controller 100 determines whether the driving of the vehicle has ended (S340).

When it is determined that the vehicle driving is not ended in step S340, the integrated controller 100 returns to step S302 and collects behavior information and the like again.

If it is determined that the vehicle driving is ended in step S340, the entire procedure ends.

Although each process is described as sequentially executed in FIG. 3 , this is merely an example of the technical idea of an embodiment of the present disclosure. In other words, those skilled in the art to which an embodiment of the present disclosure pertains may change and execute the order described in FIG. 3 or perform one or more of each process within the range that does not deviate from the essential characteristics of an embodiment of the present disclosure. Since it will be possible to apply various modifications and variations by executing in parallel, FIG. 3 is not limited to a time-series order.

Various implementations of devices, units, processes, steps, etc. described herein may include digital electronic circuits, integrated circuits, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), computer hardware, firmware, software, and/or combinations thereof. These various implementations may include being implemented as one or more computer programs executable on a programmable system. A programmable system includes at least one programmable processor (which may be a special purpose processor) coupled to receive data and instructions from and transmit data and instructions to a storage system, at least one input device, and at least one output device. or may be a general-purpose processor). Computer programs (also known as programs, software, software applications or code) contain instructions for a programmable processor and are stored on a “computer readable medium”.

A computer-readable recording medium includes all kinds of recording devices that store data that can be read by a computer system. These computer-readable 　recording media include non-volatile or non-transitory storage devices such as ROM, CD-ROM, magnetic tape, floppy disk, memory card, hard disk, magneto-optical disk, and storage device. It may further include a medium or a transitory medium such as a data transmission medium. In addition, the computer-readable recording medium may be distributed in computer systems connected through a network, and computer-readable codes may be stored and executed in a distributed manner.

Various implementations of the systems and techniques described herein may be implemented by a programmable computer. Here, the computer includes a programmable processor, a data storage system (including volatile memory, non-volatile memory, or other types of storage systems, or combinations thereof) and at least one communication interface. For example, a programmable computer may be one of a server, network device, set top box, embedded device, computer expansion module, personal computer, laptop, personal data assistant (PDA), cloud computing system, or mobile device.

The above description is merely an example of the technical idea of the present embodiment, and various modifications and variations can be made to those skilled in the art without departing from the essential characteristics of the present embodiment. Therefore, the present embodiments are not intended to limit the technical idea of the present embodiment, but to explain, and the scope of the technical idea of the present embodiment is not limited by these embodiments. The scope of protection of this embodiment should be construed according to the claims below, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of rights of this embodiment.

10: vehicle 100: integrated controller
110: in-vehicle communication unit 120: V2X communication unit
130 and 132: processor 140: memory
150: internal communication unit 160: controller
170: sensor 172: input unit
180: other vehicle 190: infrastructure
200: safety guidance route providing unit 210: controller information collection unit
220: driver information collection unit 230: navigation information collection unit
240: environmental information collection unit 250: other vehicle information collection unit
260: driver condition determination unit 270: surrounding situation determination unit
280: guide route providing unit

Claims (14)

an in-vehicle communication unit that communicates with at least one sensor mounted in the vehicle, at least one controller, and an input unit;
V2X communication unit that communicates with other vehicles and / or infrastructure;
a collection unit that collects vehicle behavior information and driver information, which is information about the driver of the vehicle, using the in-vehicle communication unit; and
When it is determined that there is an abnormality in the driver's condition based on the driver information (hereinafter referred to as 'first determination'), it is determined again whether there is an abnormality in the driver's condition based on the vehicle behavior information (hereinafter referred to as 'second determination'). '), and a safety guidance path providing unit for determining a guidance path for driving the vehicle according to the result of the second determination.
Vehicle integrated controller comprising a. According to claim 1,
The driver information includes electrocardiogram (ECG), electromyogram (EMG), electroencephalogram (EEG), EOG (electrooculogram, EOG), pulse, blood pressure, fatigue, An integrated controller for a vehicle, characterized in that it includes all or part of the underlying disease, vision condition, medical information, carelessness condition information, face recognition information, gaze information, driving time and driving distance. According to claim 1,
The vehicle behavior information includes left/right direction indicator information of the vehicle, steering angle, steering angular velocity, vehicle speed, accelerator pedal location information, brake pedal location information, slip occurrence, An integrated vehicle controller comprising all or part of a yaw rate, a turning state, a radius of turning, a sideslip angle, a climbing state, and a driving mode. According to claim 1,
The safety guide path providing unit,
a driver state determination unit that performs the first determination based on the driver information and, when it is determined that the driver's condition is abnormal as a result of the first determination, performs the second determination based on the vehicle behavior information;
A surrounding situation determining unit for checking a road condition on which the vehicle is traveling or a condition of surrounding vehicles of the vehicle using the in-vehicle communication unit and/or the V2X communication unit; and
When it is determined that there is an abnormality in the driver's condition as a result of the second determination, a guide route providing unit for determining a guide route for the vehicle to travel using the road condition or the surrounding vehicle condition.
Vehicle integrated controller comprising a. According to claim 4,
The collection unit,
Using the in-vehicle communication unit or the V2X communication unit, all or part of the road type, road surface condition, weather, and traffic flow on which the vehicle is traveling are further collected as environmental information,
The surrounding situation judgment unit,
An integrated controller for a vehicle, characterized in that for checking the road condition based on the environment information. According to claim 4,
The collection unit,
Using the in-vehicle communication unit or the V2X communication unit, all or part of the speed, location, and movement path of the other vehicle are collected as other vehicle information,
The surrounding situation judgment unit,
An integrated controller for a vehicle, characterized in that for checking the surrounding vehicle state based on the other vehicle information. According to claim 4,
The guide path providing unit,
It is determined whether the first guidance path, which is a guidance path previously created by the at least one controller, is consistent or whether the risk of the first guidance path is higher than a reference value, and it is determined that the first guidance path is not consistent or the first guidance path is not consistent. When it is determined that the risk of the first guidance path is high compared to the reference value, generating a second guidance path that is a guidance path that is consistent and has a low risk compared to the risk of the first guidance path
Characterized by a vehicle integrated controller. According to claim 7,
The guide path providing unit,
The integrated controller for a vehicle, characterized in that for determining compatibility of the first guidance path or determining whether a risk level of the first guidance path is higher than the reference value by using the road conditions or the surrounding vehicle conditions. According to claim 8,
The guide path providing unit,
Based on the road condition and the surrounding vehicle condition, the road condition and the surrounding vehicle condition when the vehicle is traveling on the first guidance path are predicted to determine the compatibility of the first guidance path or the degree of risk of the first guidance path. An integrated controller for a vehicle, characterized in that for determining whether is higher than the reference value. According to claim 7,
The collection unit,
Using the in-vehicle communication unit, optimal route information, which is information that is a reference for generating the second guidance route, is further collected,
The guide path providing unit,
The integrated controller for a vehicle, characterized in that for generating the second guidance route according to the criterion of the optimal route information. collecting vehicle behavior information and driver information, which is information about a driver of the vehicle, as collection information from at least one sensor, at least one controller, and an input unit mounted in the vehicle; and
When it is determined that there is an abnormality in the driver's condition based on the driver information (hereinafter referred to as 'first determination'), it is determined again whether there is an abnormality in the driver's condition based on the vehicle behavior information (hereinafter referred to as 'second determination'). '), and determining a guide path for driving the vehicle according to the result of the second determination.
A method for providing a guide path for an integrated controller for a vehicle, comprising: According to claim 11,
The process of determining the guide path for the vehicle to travel,
performing the first determination based on the driver information, and performing the second determination based on the behavior information when it is determined that the driver's condition is abnormal as a result of the first determination;
Collecting information from all or part of the at least one sensor, the at least one controller, the input unit, other vehicles, and infrastructure, and checking the road conditions on which the vehicle is traveling and the conditions of vehicles around the vehicle; and
Determining the guidance route using the road condition or the surrounding vehicle condition when it is determined that there is an abnormality in the driver's condition as a result of the second determination
A method for providing a guide path for an integrated controller for a vehicle, comprising: According to claim 12,
The process of determining the guidance route using the road condition or the surrounding vehicle condition,
The at least one control unit determines whether the first guide path, which is a previously generated guide path, is consistent or determines whether the risk level of the first guide path is higher than a reference value, and determines that the first guide path is not consistent. or if it is determined that the risk of the first guidance path is higher than the reference value, generating a second guidance path that is a guidance path that is consistent and has a low risk compared to the risk of the first guidance path
A method for providing a guidance path for an integrated vehicle controller, characterized in that: According to claim 11,
Controlling the at least one controller according to the determined guide path.
A method for providing a guide path for an integrated controller for a vehicle, further comprising:

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