KR20230077884A - Electrified vehicle and method of driving control for the same - Google Patents

Abstract

The present invention relates to an electric vehicle capable of responding to cut-in of surrounding vehicles based on characteristics of a driving source and a driving control method therefor. A driving control method of an electrified vehicle according to an embodiment of the present invention includes detecting at least one other vehicle driving in a surrounding lane adjacent to a currently driving driving lane; determining a cut-in defense level as one of a plurality of levels based on at least one of the detected cut-in probability of the at least one other vehicle, other vehicle information, and traffic information; and performing differential control of the acceleration force of the power train based on the determined cut-in defense level.

Description

Electric vehicle and driving control method therefor {ELECTRIFIED VEHICLE AND METHOD OF DRIVING CONTROL FOR THE SAME}

The present invention relates to an electric vehicle capable of responding to cut-in of surrounding vehicles based on characteristics of a driving source and a driving control method therefor.

Recently released vehicles are equipped with various driver assistance technology-based devices, such as Advanced Driver Assistance System (ADAS), and furthermore, autonomous driving technology is being actively developed.

Typically, the smart cruise control (SCC) technology can control driving by considering the distance and relative speed between the vehicle in front and the host vehicle, unlike the cruise control technology that follows only the target speed. However, since the general smart cruise control technology mainly considers the vehicle in front of the same lane, if another vehicle in the adjacent lane attempts to cut-in to the lane in which the host vehicle is driving, it recognizes the other vehicle that has been cut-in as a new vehicle in front and continues driving control. However, it was not possible to defend against the cut-in of surrounding vehicles.

On the other hand, with the recent increase in interest in the environment, eco-friendly vehicles equipped with an electric motor as a power source are increasing. An eco-friendly vehicle is also referred to as an electrified vehicle, and representative examples thereof include a hybrid electric vehicle (HEV) and an electric vehicle (EV). Even in these electrified vehicles, ADAS technology or autonomous driving technology can be applied.

However, even in an electrified vehicle, there is a problem in that the aforementioned cruise control in terms of cut-in defense is not provided and the power train characteristics of the electrified vehicle are not considered.

An object of the present invention is to provide an electrified vehicle capable of responding to cut-in of surrounding vehicles based on driving source characteristics and a driving control method therefor.

The technical problems to be achieved in 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 description below. You will be able to.

A driving control method of an electrified vehicle according to an embodiment of the present invention for realizing the above object includes detecting at least one other vehicle driving in a surrounding lane adjacent to a currently driving driving lane; determining a cut-in defense level as one of a plurality of levels based on at least one of the detected cut-in probability of the at least one other vehicle, other vehicle information, and traffic information; and performing differential control of the acceleration force of the power train based on the determined cut-in defense level.

For example, the determining may be performed when the electric vehicle is autonomously driving or when a smart cruise control function is activated.

For example, the determining may be performed by further considering at least one of a concession level set by the driver and a cut-in waiting time of the at least one other vehicle.

For example, the determining may include calculating a cut-in defense score based on a score set for at least one of the cut-in probability, the other vehicle information, and the traffic information; and determining the cut-in defense level based on the calculated cut-in defense score.

For example, the performing of the acceleration differential control may include controlling at least one of a powertrain mode, an EV line, a gear stage, and output torque variation limitation.

For example, the performing of the acceleration differential control may include, when the powertrain mode is the current EV mode, changing to a mode for outputting an engine sound based on the determined cut-in defense level.

For example, the other vehicle information may include at least one of risk and urgency according to at least one of size, vehicle type, and purpose.

For example, when there are a plurality of the at least one other vehicle, the step of determining the cut-in defense level is performed for each of the plurality of other vehicles, and the step of performing the differential control of the acceleration force includes the plurality of other vehicles. Among the cut-in defense levels for each, it may be performed based on the highest cut-in defense level.

For example, when there are a plurality of the at least one other vehicle, the step of determining the cut-in defense level is performed for each of the plurality of other vehicles, and the step of performing the differential control of the acceleration force includes the degree of danger or the emergency. It may be performed based on the cut-in defense level for another vehicle with the highest degree.

In addition, an electrified vehicle according to an embodiment of the present invention includes a power train; and a power train controller controlling the power train, wherein the power train controller, when detecting at least one other vehicle driving in a surrounding lane adjacent to the current driving lane, controls the detected at least one other vehicle. a determination unit for determining a cut-in defense level as one of a plurality of levels based on at least one of a cut-in probability, other vehicle information, and traffic information; and a control unit that performs differential control of the acceleration force of the power train based on the determined cut-in defense level.

For example, the determination unit may determine the cut-in defense level when the electric vehicle is autonomously driving or when a smart cruise control function is activated.

For example, the determination unit may determine the cut-in defense level by further considering at least one of a yield level set by the driver and a cut-in waiting time of the at least one other vehicle.

For example, the determination unit calculates a cut-in defense score based on a score respectively set for at least one of the cut-in probability, the other vehicle information, and the traffic information, and the cut-in defense score based on the calculated cut-in defense score. level can be judged.

For example, the control unit may perform the acceleration force differential control by changing at least one of a powertrain mode, an EV line, a gear stage, and an output torque change limit.

For example, when the powertrain mode is the current EV mode, the control unit may change the mode to output engine sound based on the determined cut-in defense level.

For example, the other vehicle information may include at least one of risk and urgency according to at least one of size, vehicle type, and purpose.

For example, when the at least one other vehicle is plural, the determination unit determines the cut-in defense level for each of the plurality of other vehicles, and the control unit determines among the cut-in defense levels for each of the plurality of other vehicles. The acceleration differential control may be performed based on the highest cut-in defense level.

For example, when the at least one other vehicle is plural, the determination unit determines the cut-in defense level for each of the plurality of other vehicles, and the controller determines the other vehicle having the highest risk or urgency. The acceleration differential control may be performed based on the cut-in defense level for the vehicle.

According to various embodiments of the present disclosure as described above, it is possible to more effectively respond to surrounding vehicles attempting cut-in in an electric vehicle during autonomous driving.

In particular, the present invention can effectively respond to cut-in vehicles by differentiating acceleration through power train control according to the cut-in defense level.

The effects that can be obtained in the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description below. will be.

1 shows an example of a power train configuration of a hybrid vehicle as an electrified vehicle applicable to embodiments of the present invention.
2 shows an example of a configuration of a control system of a hybrid vehicle according to an embodiment of the present invention.
3 shows an example of a configuration of a power train controller according to an embodiment of the present invention.
4 shows an example of an EV line change form according to an embodiment of the present invention.
5 shows an example of a form in which output torque variation limiting control is performed according to an embodiment of the present invention.
6 is a flowchart illustrating an example of a driving control process for responding to cut-in according to an embodiment of the present invention.

Hereinafter, the embodiments disclosed in this specification will be described in detail with reference to the accompanying drawings, but the same or similar elements are given the same reference numerals regardless of reference numerals, and redundant description thereof will be omitted. The suffixes "module" and "unit" for components used in the following description are given or used together in consideration of ease of writing the specification, and do not have meanings or roles that are distinct from each other by themselves. In addition, in describing the embodiments disclosed in this specification, if it is determined that a detailed description of a related known technology may obscure the gist of the embodiment disclosed in this specification, the detailed description thereof will be omitted. In addition, the accompanying drawings are only for easy understanding of the embodiments disclosed in this specification, the technical idea disclosed in this specification is not limited by the accompanying drawings, and all changes included in the spirit and technical scope of the present invention , it should be understood to include equivalents or substitutes.

Terms including ordinal numbers, such as first and second, may be used to describe various components, but the components are not limited by the terms. These terms are only used for the purpose of distinguishing one component from another.

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle.

Singular expressions include plural expressions unless the context clearly dictates otherwise.

In this specification, terms such as "comprise" or "having" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

In addition, a unit or control unit included in the name of a motor controller (MCU), hybrid controller (HCU), etc. is a term widely used for naming a controller that controls a specific function of a vehicle. However, it does not mean a generic function unit. For example, each controller is a communication device that communicates with other controllers or sensors to control the function in charge, a memory that stores operating system or logic commands and input/output information, and a controller that performs judgment, calculation, and decision necessary for controlling the function in charge. It may include more than one processor.

Prior to describing a method for responding to cut-in according to embodiments of the present invention, a structure and control system of a hybrid vehicle applicable to the embodiments will first be described.

1 shows an example of a power train configuration of a hybrid vehicle as an electrified vehicle applicable to embodiments of the present invention.

Referring to FIG. 1, a parallel type hybrid system in which an electric motor (or drive motor, 140) and an engine clutch 130 are installed between an internal combustion engine (ICE, 110) and a transmission 150 is employed. A power train of a hybrid vehicle is shown.

In such a vehicle, generally, when the driver steps on the accelerator after starting the vehicle (ie, the accelerator pedal sensor is on), the motor 140 is driven by using the power of the battery while the engine clutch 130 is open, and the power of the motor The wheels move through the transmission 150 and the final drive (FD) 160 (ie, EV mode). When the vehicle is gradually accelerated and gradually greater driving force is required, the auxiliary motor (or start-up motor, 120) may operate to drive the engine 110.

Accordingly, when the rotational speed difference between the engine 110 and the motor 140 falls within a certain range, the engine clutch 130 is engaged and the engine 110 and the motor 140 drive the vehicle together (ie, EV mode). in HEV mode transition). When a preset engine-off condition, such as a vehicle deceleration, is satisfied, the engine clutch 130 is opened and the engine 110 is stopped (ie, a transition from the HEV mode to the EV mode). At this time, the vehicle charges the battery 170 through the motor 140 using the driving force of the wheel, and this is referred to as braking energy regeneration or regenerative braking. Therefore, the starting generator motor 120 serves as a starter motor when the engine is started, and operates as a generator when the rotational energy of the engine is recovered after the engine is started or when the engine is turned off, so that the hybrid starter generator (HSG: Hybrid Starter Generator).

In general, as the transmission 150, a stepped transmission or a multi-plate clutch, for example, a dual clutch transmission (DCT) may be used.

2 shows an example of a configuration of a control system of a hybrid vehicle according to an embodiment of the present invention.

Referring to FIG. 2 , in a hybrid vehicle to which embodiments of the present invention can be applied, an internal combustion engine 110 is controlled by an engine controller 210, and an engine starter motor 120 and a drive motor 140 are controlled by a motor controller (MCU). : Torque can be controlled by the motor control unit 220, and the engine clutch 130 can be controlled by the clutch controller 230, respectively. Here, the engine controller 210 may also be referred to as an engine management system (EMS). In addition, the transmission controller 250 controls the transmission 150.

Each controller, as its upper controller, is connected to a hybrid controller (HCU: Hybrid Controller Unit, 240) that controls the entire mode conversion process, and changes the driving mode under the control of the hybrid controller 240 and controls the engine clutch during gear shifting. Information and/or information required for engine stop control may be provided to him 240 or an operation may be performed according to a control signal.

For example, the hybrid controller 240 determines whether to perform switching between EV-HEV modes or between CD-CS modes according to the driving state of the vehicle. To this end, the hybrid controller determines when the engine clutch 130 is released (open), and performs hydraulic control when the engine clutch 130 is released. In addition, the hybrid controller 240 may determine the state (Lock-up, Slip, Open, etc.) of the engine clutch 130 and control the fuel injection stop timing of the engine 110 . In addition, the hybrid controller may control the recovery of engine rotational energy by transmitting a torque command for controlling the torque of the start-up motor 120 to the motor controller 220 for engine stop control. In addition, the hybrid controller 240 can control a lower level controller for determining and converting a mode switching condition during driving mode switching control.

Of course, it is obvious to those skilled in the art that the above-described connection relationship between controllers and functions/divisions of each controller are illustrative and are not limited to their names. For example, the hybrid controller 240 may be implemented such that a corresponding function is replaced and provided in any one of the other controllers other than the hybrid controller 240, or a corresponding function may be distributed and provided in two or more of the other controllers.

The configurations of FIGS. 1 and 2 described above are only one configuration example of an electrified vehicle, and it will be apparent to those skilled in the art that an electrified vehicle applicable to the embodiment is not limited to these structures.

In one embodiment of the present invention, when another vehicle attempts a cut-in during autonomous driving, it is proposed that the electric vehicle determines a cut-in defense level and differentiates the acceleration force accordingly to perform a smooth cut-in response.

Here, the cut-in defense level may be determined based on at least one of a cut-in probability, traffic information, and information on a vehicle attempting a cut-in, and the powertrain characteristics of the electrified vehicle may be used to differentiate the acceleration force.

3 shows an example of a configuration of a power train controller according to an embodiment of the present invention.

Referring to FIG. 3 , the power train controller 300 according to an embodiment calculates the cut-in probability, which is the probability that another vehicle driving in a surrounding lane adjacent to the driving lane in which the host vehicle is driving cuts into the driving lane, traffic on the road currently driving Information and cut-in vehicle information, which is information about a cut-in vehicle that is cut into the driving lane among other vehicles driving in the surrounding lane, may be input information. In addition, the power train controller 300 may have a power train mode, a gear stage, an EV line, and an output torque change limit value as output values.

In addition, the power train controller 300 may include a determination unit 310 and a control unit 320, and the determination unit 310 again uses the cut-in defense level determination unit 311, and the control unit 320 controls the acceleration control ( 321) may be included, respectively.

In implementation, since the power train controller 300 has an output value related to control of the power train, it may be implemented as a higher level controller that comprehensively controls the power train. For example, when applied to the hybrid vehicle described above with reference to FIGS. 1 and 2, the power train controller 300 may be implemented as one function of the hybrid controller 240, and when implemented as an electric vehicle (EV), the vehicle controller ( It may be implemented as a Vehicle Control Unit (VCU), but this is exemplary and is not necessarily limited thereto. As another example, the power train controller 300 may be implemented as an autonomous driving controller or a separate controller different from the controllers described above.

Hereinafter, each component of the power train controller 300 will be described in detail.

First, the determination unit 310 determines a cut-in defense level based on at least one of input information, and transmits the determined cut-in defense level to the controller 320 . In more detail, the cut-in defense level determination unit 311 of the determination unit 310 calculates the cut-in defense level using at least one of the cut-in probability, traffic information, and cut-in vehicle information, and calculates the cut-in defense level based on this. can judge

Here, the traffic information may be transmitted from a navigation system (not shown), and the cut-in probability and cut-in vehicle information may be obtained from an ADAS controller (not shown) or an autonomous driving controller (not shown), but this is exemplary and must be followed accordingly. It is not limited.

The traffic information may mean the degree of congestion on the road currently being driven, and the cut-in probability may be determined based on at least one of the proximity from the surrounding lane to the driving lane (whether driving is deflected), whether a turn signal is turned on, or a heading angle. there is. The cut-in vehicle information may mean the degree of danger and urgency of other nearby vehicles attempting to cut-in from the surrounding lane to the driving lane. Risk and urgency may be classified according to vehicle size, vehicle type, and purpose. For example, large vehicles (trucks, heavy equipment, trailers, etc.) may be judged to have a higher risk, fire trucks, ambulances, and police cars have the highest urgency, vehicles with emergency lights on or tow trucks have a medium urgency, and general Vehicles may be classified to have a low degree of urgency, but this is illustrative and not necessarily limited thereto.

For the above-described cut-in probability, determination methods using various types of sensors (e.g., ultrasonic sensors, LiDAR, RADAR, vision sensors, etc.) and various logics have already been disclosed in autonomous driving technology, and embodiments of the present invention provide such determination means. As it is not limited to the method or method, description of the specific determination form will be omitted.

Depending on the embodiment, the cut-in defense level determination unit 311 is a cut-in possible position (that is, while driving in the surrounding lane adjacent to the driving lane in the lateral direction, between the vehicle in front of the host vehicle and the host vehicle in the longitudinal direction), other vehicles stay Waiting time, which is time, can be further considered in calculating the cut-in defense score.

Table 1 below shows a configuration of a reference table that the cut-in defense level determination unit 311 can refer to for calculating a cut-in defense score and an example of a form in which a score is calculated in a specific situation.

Referring to Table 1, a weight for applying a multiplier to a score may be applied to a specific decision factor (eg, 2 times in the case of urgency).

When the cut-in probability is medium, the traffic information is medium, the waiting time is medium, and the risk and urgency are medium, the cut-in defense level determining unit 311 may determine the cut-in defense score as 12 points.

Table 2 below shows an example of a reference table for determining the cut-in defense level according to the cut-in defense score.

note cut-in defense score level 1 7 points or less level 2 8 points or more and 13 points or less level 3 14 points or more

According to Table 2, the situation in Table 1 (ie, 12 points) may correspond to level 2.

Of course, the points and weights for each factor in Table 1 and the level classification step and score range in Table 2 are exemplary, and various modifications such as direct change by the driver through the User Setting Menu (USM) are possible. self-evident in For example, in addition to the factors in Table 1, the concession level set by the driver (eg, the higher the level, the more actively defend against cut-in) may be further considered.

On the other hand, the control unit 320 can perform various controls to differentiate the acceleration of the power train of the electrified vehicle according to the cut-in defense level through the acceleration control unit 321, through which a smooth cut-in acceptance or defense can be realized depending on the situation can

Differentiation of acceleration force can be implemented by changing the powertrain mode, changing the EV line, shifting control, and changing the output torque change limit. A detailed description of each change is as follows.

1) Powertrain mode control

Assuming that the electrified vehicle is a hybrid vehicle, if the current powertrain mode is an EV mode using only a driving motor, the powertrain mode may be transitioned to an HEV-series mode to generate engine sound. The HEV series mode is a mode in which the engine is started but the power of the engine is not transmitted to the wheels, and in the vehicle configuration as shown in FIG. 1, the engine 110 may be driven with the engine clutch 130 open. Through this, the cut-in defense will of the driving vehicle can be transmitted to the cut-in vehicle through sound. In addition, by starting the engine in advance, there is an effect of shortening the transition time to the HEV-Parallel mode in which the driving force of the engine is transmitted to the wheels for possible acceleration in the future.

2) EV line control

The EV line is a criterion for determining whether to transition from the EV mode to the HEV parallel mode, which will be described with reference to FIG. 4 .

4 shows an example of an EV line change form according to an embodiment of the present invention.

Referring to FIG. 4 , an EV line may be set on a graph in which one axis is vehicle speed and the other axis is torque, and when the driver's requested torque exceeds the EV line, the hybrid vehicle transitions from the EV mode to the HEV parallel mode. Therefore, when the EV line is lowered (i.e., changed from the default EV line to the lower EV line), the transition from the EV mode to the parallel HEV mode is easily performed even at a relatively lower required torque compared to when the default EV line is applied, thereby increasing acceleration. be able to

3) Shift control

By performing a downshift with a gear lower than the current gear, the acceleration force can be increased in preparation for acceleration that may occur in the future.

4) Output torque change limit control

Acceleration force may be increased by increasing the output torque rise slope limit value. This will be described with reference to FIG. 5 .

5 shows an example of a form in which output torque variation limiting control is performed according to an embodiment of the present invention.

Referring to FIG. 5, if the default control is limited to increase the output torque of 10 Nm per unit time (eg, 10 ms), it is changed to increase the output torque of 20 Nm per unit time (10 ms).

Table 3 below shows an example of a form of power train control performed by the acceleration control unit 321 to differentiate the acceleration force according to the cut-in defense level.

For example, if the cut-in defense level is 1, the power train mode is EV mode, the EV line is maintained as default, and the gear stage and output torque change limit are maintained, so it has the normal acceleration of EV mode. On the other hand, when the cut-in defense level is 3, the power train mode becomes the HEV series mode, generating engine sounds, and the EV line is lowered, making it easier to enter the HEV parallel mode, and the gear stage shifts down and limits the change in output torque. is increased so that acceleration can be improved.

In the end, cut-in defense level 1 will show the acceleration of the normal EV mode, so if a nearby vehicle actively tries to cut-in, the probability of allowing the cut-in increases. Since the set distance is maintained, it is possible to effectively defend against the cut-in of other vehicles.

The control form for each level in Table 3 is exemplary, and it is obvious to those skilled in the art that various modifications are possible.

A flowchart of the driving control process described so far is shown in FIG. 6 .

6 is a flowchart illustrating an example of a driving control process for responding to cut-in according to an embodiment of the present invention.

Referring to FIG. 6 , in an autonomous driving situation (Yes in S610), when there is another vehicle in the surrounding lane adjacent to the driving lane in which the host vehicle is driving (Yes in S620), the cut-in defense score is calculated by the determination unit 310. It can (S630).

Here, the self-driving situation may refer to a general driving situation of a fully autonomous vehicle, a situation in which an autonomous driving mode is selected in a vehicle equipped with an autonomous driving function, and a situation in which the smart cruise control function is activated according to an embodiment. may mean

When the cut-in defense score is calculated, the determination unit 310 may determine the cut-in defense level based on it (S640).

When the cut-in defense level is determined, the control unit 320 may perform powertrain control (S650) for differential acceleration based on the cut-in defense level until the cut-in of other nearby vehicles ends (No in S660).

In FIG. 6, step S630 refers to Table 1, step S640 refers to Table 2, and step S650 refers to Table 3, and is similar to that described above, so duplicate descriptions will be omitted.

If a plurality of other vehicles are detected in step S610, the cut-in defense level may be determined for each other vehicle and the highest level may be applied in step S650. However, as an exception, if there is another vehicle with a high degree of urgency and high risk, a cut-in defense level corresponding to the other vehicle with the highest degree of urgency or risk may be applied.

According to the driving control method described so far, the cut-in response performance utilizing the characteristics of an electrified vehicle can be improved, and the user's satisfaction with the autonomous driving function can be improved. If it is a vehicle that can be used, there is an advantage that the addition of separate hardware is unnecessary.

On the other hand, the above-described present invention can be implemented as computer readable code on a medium on which a program is recorded. The computer-readable medium includes all types of recording devices in which data that can be read by a computer system is stored. Examples of computer-readable media include Hard Disk Drive (HDD), Solid State Disk (SSD), Silicon Disk Drive (SDD), ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage device, etc. there is Accordingly, the above detailed description should not be construed as limiting in all respects and should be considered illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention.

Claims (19)

detecting at least one other vehicle driving in a surrounding lane adjacent to the current driving lane;
determining a cut-in defense level as one of a plurality of levels based on at least one of the sensed cut-in probability of the at least one other vehicle, other vehicle information, and traffic information; and
A driving control method of an electric vehicle comprising the step of performing differential control of acceleration force of a power train based on the determined cut-in defense level. According to claim 1,
The step of judging is
A driving control method of an electrified vehicle, which is performed when the electrified vehicle is autonomously driving or a smart cruise control function is activated. According to claim 1,
The step of judging is
A driving control method of an electric vehicle, which is performed by further considering at least one of a yield level set by a driver and a cut-in waiting time of the at least one other vehicle. According to claim 1,
The step of judging is
Calculating a cut-in defense score based on a score set for at least one of the cut-in probability, the other vehicle information, and the traffic information; and
And determining the cut-in defense level based on the calculated cut-in defense score. According to claim 1,
The step of performing the acceleration differential control,
A method for controlling driving of an electric vehicle, comprising controlling at least one of a powertrain mode, an EV line, a gear stage, and an output torque change limit. According to claim 5,
The step of performing the acceleration differential control,
and changing to a mode for outputting an engine sound based on the determined cut-in defense level when the powertrain mode is the current EV mode. According to claim 1,
The other vehicle information includes at least one of a degree of danger and a degree of urgency according to at least one of a size, a vehicle type, and a purpose. According to claim 7,
When the at least one other vehicle is plural, the step of determining the cut-in defense level is performed for each of the plurality of other vehicles,
The step of performing the acceleration differential control is performed based on the highest cut-in defense level among the cut-in defense levels for each of the plurality of other vehicles. According to claim 7,
When the at least one other vehicle is plural, the step of determining the cut-in defense level is performed for each of the plurality of other vehicles,
The step of performing the acceleration differential control is performed based on a cut-in defense level for another vehicle having the highest degree of danger or the highest degree of urgency. A computer readable recording medium recording a program for executing the driving control method of an electric vehicle according to any one of claims 1 to 9. power train; and
Including a power train controller for controlling the power train,
The power train controller,
When at least one other vehicle driving in a neighboring lane adjacent to the current driving lane is detected, a plurality of cut-in defense levels are set based on at least one of the cut-in probability of the detected at least one other vehicle, other vehicle information, and traffic information. A determination unit for determining one of the levels of; and
And a control unit that performs differential control of the acceleration force of the power train based on the determined cut-in defense level. According to claim 11,
The judge,
The motorized vehicle that determines the cut-in defense level when the motorized vehicle is autonomously driving or a smart cruise control function is activated. According to claim 11,
The judge,
The motorized vehicle, wherein the cut-in defense level is determined by further considering at least one of a yield level set by the driver and a cut-in waiting time of the at least one other vehicle. According to claim 11,
The judge,
An electric vehicle that calculates a cut-in defense score based on a score set for at least one of the cut-in probability, the other vehicle information, and the traffic information, and determines the cut-in defense level based on the calculated cut-in defense score. . According to claim 11,
The control unit,
The motorized vehicle performs the acceleration differential control by changing at least one of a powertrain mode, an EV line, a gear stage, and an output torque change limit. According to claim 15,
The control unit,
When the powertrain mode is the current EV mode, the motorized vehicle changes to a mode for outputting engine sound based on the determined cut-in defense level. According to claim 11,
The other vehicle information includes at least one of risk and urgency according to at least one of size, vehicle type, and purpose. According to claim 17,
When the at least one other vehicle is plural,
The determination unit determines the cut-in defense level for each of the plurality of other vehicles;
The control unit,
The motorized vehicle that performs the acceleration differential control based on the highest cut-in defense level among the cut-in defense levels for each of the plurality of other vehicles. According to claim 17,
When the at least one other vehicle is plural,
The determination unit determines the cut-in defense level for each of the plurality of other vehicles;
The control unit,
An electrified vehicle that performs the acceleration differential control based on a cut-in defense level for another vehicle having the highest risk or urgency.

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