KR20230098414A - Autonomous driving system based on C-ITS in irregular driving environment and method thereof - Google Patents

Abstract

The present invention includes an autonomous driving unit 100 for controlling autonomous driving; An abnormality diagnosis unit for detecting and diagnosing abnormalities in hardware, software, network equipment and driving functions of an autonomous vehicle; And when at least one of the abnormality detection signal of the abnormal diagnosis unit, the event generation information of the autonomous driving unit 100, and the section information outside the operational design area is received in an atypical section of the atypical road environment, the control center and the surroundings are received using the V2X infrastructure. a safety control unit 300 that transmits a situation to vehicles and requests countermeasures; It includes an autonomous driving navigation system in an atypical driving environment based on C-ITS.

Description

Autonomous driving system based on C-ITS in irregular driving environment and method thereof}

The present invention relates to a system and method for autonomous driving in an atypical driving environment based on Cooperative-Intelligent Transport Systems (C-ITS).

Autonomous driving basically recognizes lanes on the road and/or curbs around the road, and derives a following line (e.g., a virtual line located at the center of both lanes) to be used when the vehicle sets a route, and drives along the following line. done in a way

For example, existing autonomous driving such as Lane Keeping Assist System (LKAS), HD-Map based autonomous driving, and machine learning based autonomous driving Common methods are lane/curb recognition using a vehicle-mounted camera, lane/curb estimation using a fixed and positioning system and map (high-precision map), and lane/curb estimation through machine learning-based reasoning to obtain a following line. .

However, the irregular road environment (e.g., alleys, side roads, unpaved roads, temporary construction sections) is an environment in which a certain shape or form is not determined, unlike a standard road having a road environment with a certain road shape and structure. (ODD: Operation Design Domain) It is an environment in which normal operation is impossible due to deformation or out of the area.

For example, as shown in FIG. 1, if there is a driving section from A to C, A is a regular section that is standardized as the starting point, B is a boundary point between a regular section road and an irregular road section, and C is an irregular section. is a section

Such a road environment is an environment with many static environmental elements, and the environment may change over time, such as lanes, road surfaces, and structures on the road. Therefore, the environment of the road may change, and an atypical section may occur in section A.

In other words, the road environment can change flexibly, and a response system is needed. However, in general, when designing an autonomous driving system, there are safety guidelines for the operational design area, but it is designed according to the standards for the operational design area at the beginning. The update part is a part that is difficult to consider realistically.

Therefore, conventionally, standard sections have been changed to non-standard sections according to changes in the road environment, but as the operation design area of the autonomous vehicle driving the section is set as a regular section for the section, errors in design and actuality occur.

Therefore, self-driving vehicles are the vehicle in front due to the difference between the operational design area and the actual site, for example, due to the error between the operational design area and the actual site, assuming that an unexpected object is detected and a message to be careful is received. may transmit wrong information due to misrecognition of an unexpected object or a system defect.

That is, conventional technologies have a problem in that V2X-based information between vehicles and vehicles cannot be assured in an atypical road environment.

KR 10-2021-0074488 A1(2021.06.22)

Therefore, the present invention has been made to solve the above conventional problems, and an object of the present invention is to detect erroneous recognition and / or system defects in an atypical road environment to establish a safety response plan for passengers C- It is to provide an autonomous driving system and method in an ITS-based atypical driving environment.

The present invention may include the following embodiments in order to achieve the above object.

An embodiment of the present invention includes an autonomous driving unit controlling autonomous driving, and an abnormality diagnosis unit detecting and diagnosing abnormalities in hardware, software, network equipment, and driving functions of an autonomous vehicle; and

When at least one of the abnormal detection signal of the abnormality diagnosis unit, the event occurrence information of the autonomous driving unit, and the section information outside the operational design area are received in the irregular section of the irregular road environment, the situation is reported to the control center and surrounding vehicles using the V2X infrastructure. It is possible to provide an autonomous driving driving system in an atypical driving environment based on C-ITS including a safety control unit transmitting and requesting countermeasures.

In the above embodiment, the countermeasure may be at least one of maintenance of autonomous driving, conversion of driving control right to the driver, movement to a safe zone including location information, emergency stop, warning message, and guidance message.

In the above embodiment, the anomaly diagnosis unit includes an operation design domain detection module that detects anomalies in an operation design domain (ODD) that defines specific operating conditions of an automated driving system (ADS), and hardware installed in an autonomous vehicle. A hardware detection module that detects abnormalities in the network equipment in an autonomous vehicle, a network detection module that detects abnormalities in network equipment in an autonomous vehicle, and a software detection that detects software malfunctions by detecting the amount and type of data transmitted and received between each hardware in the autonomous driving unit. It may include a driving detection module that detects an abnormality in at least one operation of the module and autonomous driving, direction change, stop, and speed control.

In the above embodiment, the safety control unit compares the sensing information of the irregular road section detected by the autonomous driving unit with the information value of the operation design area, and updates the irregular section information of the operation design area as newly detected information when an error occurs. .

In the above embodiment, the safety controller detects information on the irregular road section through the communication infrastructure, compares the information value of the operational design area, and updates the irregular section information of the operational design area with new information when an error occurs.

In addition, the safety control unit may transmit information to surrounding vehicles when a performance error or an event occurs in an atypical section.

In addition, when the safety control unit receives event generation information from the control center in an atypical section or a regular section through V2X communication, at least one of switching the driving control right to the driver, reducing speed, stopping in a safe zone, emergency stop, and emergency call is included. It is possible to control the autonomous driving unit by establishing a countermeasure.

As another embodiment of the present invention, a) diagnosing normal operation and performance of at least one of hardware, software, network equipment, and driving functions, and requesting a countermeasure from the control center when an abnormality is detected, and b) a set route. detecting whether the operation is within the operational design area during autonomous driving and requesting a response plan to the control center if there is an abnormality; and c) determining whether it is possible to operate in the irregular section, and requesting a response plan to the control center if it is not possible to operate in the irregular section, and at least one of steps a) to c) d) the actual irregular section It may include detecting information and updating information in the operational design area.

In another embodiment, in at least one of steps a) to c), when a failure or event occurs, situation information may be transmitted to surrounding vehicles through a V2X-based infrastructure.

In addition, step d) includes d-1) entering an atypical section, detecting information in the atypical section, comparing it with set information in the operational design area, and updating the information in the operational design area, and d-2) infrastructure information in the atypical section. It may include any one of the steps of updating the information of the operational design area by detecting the information of the irregular section by using and comparing the information of the irregular section set in the operational design area.

Therefore, the present invention can prevent misrecognition and/or system defects in an atypical road environment during autonomous driving, and can propose countermeasures suitable for various situations, thereby enabling safe driving and preventing traffic accidents in advance. .

1 is a diagram illustrating an example of a regular section and an irregular section.
2 is a block diagram showing an autonomous driving navigation system in an irregular driving environment based on C-ITS according to the present invention.
3 is a block diagram showing an abnormal diagnosis unit.
4 is a block diagram showing a safety control unit.
5 is a flowchart illustrating an autonomous driving operation method in a C-ITS based atypical driving environment according to the present invention.
6 is a flowchart illustrating step S120 of FIG. 5 .
FIG. 7 is a flowchart illustrating step S170 of FIG. 5 .
8 is a diagram showing an example of the present invention.

The terms or words used in this specification and claims are not limited to the usual or dictionary meanings, and the inventor can properly define the concept of the term in order to explain his or her invention in the best way. Based on this, it should be interpreted as a meaning and concept consistent with the technical spirit of the present invention.

Throughout the specification, when a certain component is said to "include", it means that it may further include other components without excluding other components unless otherwise stated.

In addition, throughout the specification, C-ITS (Cooperative-Intelligent Transport Systems)-based technology is a technology using V2X technology, which means services through communication such as vehicle-to-vehicle, vehicle-to-vehicle infrastructure, vehicle-to-vehicle pedestrians, etc. through a communication terminal in an autonomous vehicle. do. In the following specification, the C-ITS-based technology will be described as a term of V2X communication or V2X infrastructure.

Hereinafter, a preferred embodiment of an autonomous driving driving system and method in a C-ITS based atypical driving environment according to the present invention will be described with reference to the accompanying drawings.

1 is a block diagram showing an autonomous driving navigation system in an atypical driving environment based on C-ITS according to the present invention, FIG. 2 is a block diagram showing an anomaly diagnosis unit, and FIG. 3 is a block diagram showing a safety control unit.

1 to 3 , the present invention provides an autonomous driving unit 100 for controlling autonomous driving, an abnormality diagnosis unit 200 for diagnosing and detecting an abnormality of the autonomous driving unit 100, and an autonomous driving unit ( A safety control unit 300 that controls the autonomous driving unit 100 by establishing a countermeasure when an abnormality of 100 is detected is included.

The autonomous driving unit 100 proceeds with autonomous driving after setting a route from a departure point to a destination through global route setting. In this case, the global route set in the autonomous driving unit 100 may include both standard roads and irregular roads. The autonomous driving unit 100 includes hardware and software for autonomous driving functions (eg, lane change, overtaking, ACC, LKAS), network equipment, front and rear sensors such as RiDAR and Radar, and operational design area (ODD). , Operation Design Domain), and a battery. Configurations of the self-driving unit 100 as described above are omitted in detail as well-known configurations are applied.

The abnormal diagnosis unit 200 detects abnormalities in the autonomous driving unit 100, such as hardware, software and autonomous driving functions (eg, lane change, overtaking, ACC, LKAS), operational design area, and network equipment of the autonomous driving system and diagnose.

More specifically, the abnormal diagnosis unit 200 includes an operation design area detection module 210, a hardware detection module 220, a network detection module 230, a software detection module 240, a driving control detection module 250 ) may be included.

The dual operational design area detection module 210 detects a malfunction of an Operational Design Domain (ODD) and/or an Object and Event Detection and Response (OEDR) defining specific operating conditions of an automated driving system (ADS).

Here, the operating design area is a driving range and is a rule set to test and implement the ADS performance of an autonomous vehicle. That is, the operational design area detection module 210 may detect that the autonomous vehicle exceeds a driving range set in the operational design area and a range of the operational design area, such as sudden heavy rain or a front traffic accident. Alternatively, the operating design area detection module may detect whether the driving environment ADS is operating.

Object and Event Detection and Response (OEDR) is set up so that ADS can detect and respond appropriately to obstacles that may affect the safe operation of other vehicles (including on and off sidewalks), pedestrians, cyclists, animals, and obstacles. For example, ODER consists of ADS' response to typical driving situations and expected crash scenarios.

Therefore, the operation design area detection module 210 detects the driving section of the autonomous vehicle according to the section and rules set in the above ODD and ODER, the ability to respond to objects and events, and whether the ADS is malfunctioning.

In addition, the operation design area detection module 210 compares the sensing information detected by itself in the vehicle or the information collected through the V2X infrastructure with the set information to detect an error and output it to the safety control unit.

The hardware detection module 220 detects a malfunction of hardware installed in the autonomous vehicle. Self-driving vehicles include a number of electronic equipment required for autonomous driving, such as cameras, EPS torque sensors, lidar sensors, and radar sensors. The hardware detection module 220 detects malfunction of hardware equipment required for autonomous driving.

The network detection module 230 diagnoses whether network equipment (eg, GPS, V2X communication equipment) in the autonomous vehicle is abnormal.

The software detection module 240 detects a malfunction of software installed in autonomous driving. For example, the software detection module 240 detects the communication state of data between various hardware (e.g., ECU, camera, lidar sensor, radar sensor) installed in the self-driving vehicle, It detects malfunction of software through received amount and data type.

The driving control module 250 detects a malfunction while the vehicle is driving. For example, the driving control module 250 controls driving and related functions such as longitudinal and/or lateral control of the vehicle, overtaking, lane change, ACC, LKAS, stop and speed control, etc. by the operation of the autonomous driving system 100. Diagnose if the control function is abnormal.

When an abnormality of the autonomous driving unit 100 is detected in an atypical road environment through the anomaly diagnosis unit 200, the safety control unit 300 updates information on the corresponding road in the atypical road environment using self-sensing and collected information, or , It is possible to control the autonomous driving unit 100 by establishing a countermeasure by collecting information on an atypical road environment through surrounding vehicles and/or pedestrians (terminals) through V2X communication and using the updated information.

To this end, the safety control unit 300 may include a V2X module 310 and a safety control module 320.

The V2X module 310 (310) determines the location of a safety zone from surrounding vehicles and/or pedestrians (terminals of pedestrians) in an irregular road environment, whether it is a regular road or an irregular road, whether to arrive at a destination, roads in front and back road sections, and Information such as surrounding conditions is collected and output to the safety control module 320 .

The safety control module 320 establishes a countermeasure when at least one of the abnormality detection signal of the anomaly diagnosis unit, the event generation information of the autonomous driving unit 100, and the detection of a section outside the operational design area is detected in an atypical section of the atypical road environment. to control the autonomous driving unit 100.

Alternatively, the safety control module 320 may transmit the current situation to the control center through V2X communication and request a countermeasure. At this time, the safety control module 320 may propagate event information to surrounding vehicles (eg, a rear vehicle, a vehicle driving in a side lane) in addition to the control center.

The safety control module 320 compares any one of the sensing information of the autonomous driving unit 100 and the information collected through V2X communication with the information value of the existing operation design area, and updates it as new information if there is an error. Information of the current atypical section and operational design area can be matched.

Therefore, according to the present invention, as the information of the driving area design and the information of the actual road environment are matched, it is possible to more accurately recognize whether or not autonomous driving of the corresponding atypical section occurs when an event due to an abnormality in performance or an accident occurs.

In addition, control of the safety control module 320 is performed until reaching the destination by receiving surrounding information from the V2X module 310 (310).

That is, the safety control module 320 establishes a countermeasure for securing the safety of passengers from an event that occurs in an irregular road environment or a regular road environment through V2X-based infrastructure, and/or receives from the control center, the vehicle and the driver. safety can be ensured.

Here, the response plan is to switch the driving control right to the driver, control the speed, Any one of a plurality of scenarios such as safe zone or emergency stop, emergency call, warning message, and detour guidance may be selected.

Alternatively, the countermeasure may be a response of the safety control unit 300 according to the safety message transmitted from the control center including the information on the road ahead. For example, when an event occurs in an irregular section ahead, related event information is transmitted to the control center, and the control center transmits a warning message before entering the rear vehicle before entering the irregular road section where the event occurred. can do.

At this time, upon receiving the warning message, the self-driving vehicle determines whether or not it is possible to drive in the atypical section on its own and executes countermeasures for decelerating or emergency stopping the vehicle.

In addition, the safety control module 320 may request emergency dispatch and rescue to institutions such as a control center, a maintenance company, a police station, or a fire station set after a stop in a safe zone or an emergency stop.

The present invention includes the above configuration, and an autonomous driving driving method in a C-ITS based atypical driving environment achieved through the above configuration will be described below.

4 is a flowchart illustrating an autonomous driving operation method in a C-ITS based atypical driving environment according to the present invention.

Referring to FIG. 4 , the present invention includes a step S110 of starting an autonomous driving mode, a step S120 of diagnosing the normal operation and performance of the autonomous driving unit 100, a step S130 of setting and checking a route, and a vehicle in autonomous driving. Step S140 of operating, step S150 of performing recognition/determination, step S160 of detecting whether or not operation is performed within the operational design area, step S170 of determining whether or not operation is possible in an irregular section, step S180 of controlling the vehicle, , a step S190 of determining whether the destination has arrived, and a step S200 of establishing a countermeasure and controlling the vehicle if autonomous driving is impossible.

Step S110 is a step in which the autonomous driving unit 100 acquires the driving control right of the vehicle and drives the system.

Step S120 is a step in which the abnormal diagnosis unit 200 diagnoses the normal operation and performance of the autonomous driving unit 100 . The abnormality diagnosis unit 200 diagnoses abnormalities in the network, hardware, software, and autonomous driving functions of the autonomous driving unit 100 immediately after startup.

Step S130 is a step in which the autonomous driving unit 100 maintains a control right to set and confirm a route. The safety control unit 300 maintains control of the autonomous driving unit 100 if no abnormality is found from the diagnosis result of the abnormality diagnosis unit 200, the autonomous driving function, hardware and software, and network equipment. The autonomous driving unit 100 sets a global route from a starting point to a destination.

Step S140 is a step in which the autonomous driving unit 100 controls the vehicle through autonomous driving along the route set in step S130. The autonomous driving unit 100 operates the vehicle according to a set route. Here, the set path may include a standardized section of a standardized road environment and a nonstandardized section of a nonstandard road environment (eg, an alley, a back road, an unpaved road, or a construction section).

Step S150 is a step in which the safety control unit 300 diagnoses whether or not autonomous driving is possible in consideration of road conditions and abnormalities in autonomous driving functions while driving the vehicle. The safety control unit 300 uses the abnormality diagnosis result of the abnormality diagnosis unit 200 while the vehicle is in operation, and surrounding information (e.g., irregular road or regular road, other vehicle or own vehicle) through self-sensing information and/or V2X infrastructure. Whether or not events such as failures, pedestrians, animals, and engine cut-in and protrusion) are collected.

Step S160 is a step of detecting whether the safety control unit 300 is operating within the operating design area. The safety control unit 300 determines whether the vehicle is operated within a section determined within the operational design area through self-sensing information and/or surrounding information obtained from the V2X infrastructure.

At this time, the safety control unit 300 checks the self-sensing information and the surrounding information obtained from the V2X basis, and if the current driving section does not correspond to the minimum risk condition (Fallback Minimal Risk condition) determined in the operational design area, the autonomous driving unit 100 ) can be maintained. Alternatively, section information of the current operational design area may be updated as newly detected information.

In addition, the safety control unit 300 may establish a countermeasure on its own or request a countermeasure to the control center if it is not a section defined as a minimum risk state within the operational design area.

Step S170 is a step in which the safety controller 300 determines whether driving is possible in an irregular section. If it is the current irregular road environment, the safety control unit 300 reviews whether driving in the irregular road environment is possible through the current state of the vehicle and surrounding information.

Here, the safety control unit 300 may determine whether driving is possible in a road section in an atypical road environment through an information value updated through information acquired from the vehicle itself or infrastructure information within the road environment.

At this time, the safety control unit 300 has no unexpected situation even if the current road environment is an atypical road environment through self-sensing information and information obtained through V2X-based infrastructure, and the hardware, software and autonomous driving unit 100 If there is no abnormality within the driving function and operation design area, it is determined that autonomous driving is possible.

Alternatively, if it is determined that autonomous driving is impossible in the current vehicle state and/or road environment, the safety controller 300 may proceed to step S200 to establish a countermeasure and control the vehicle.

Step S180 is a step in which the safety control unit 300 diagnoses that driving in an atypical section is possible in step S170 and maintains autonomous driving.

Step S190 is a step in which the safety controller 300 detects whether or not the user has arrived at the destination. Here, the safety control unit 300 terminates the recognition determination process when arriving at the set destination, but repeats the above-described process before arrival at the destination.

In step S200, if an abnormality occurs within the autonomous driving function and operation design area and an event that is impossible to operate or operation in an atypical section occurs, the safety control unit 300 requests a response plan to the control center through V2X communication, or This is the stage of safety control to ensure the safety of passengers by establishing countermeasures using stored information. Step S200 will be described in detail along with detailed descriptions of steps S120 to S170.

5 is a flowchart illustrating step S120 of FIG. 4 .

Referring to FIG. 5 , step S120 includes step S121 for determining whether the autonomous driving function is normally operating, step S122 for checking normal operation and performance of functions in the system design, and step S122 for checking normal operation and performance based on real-time data. Step S123, step S124 of transmitting and receiving information on normal operation and performance of autonomous driving, and step S125 of establishing and executing a countermeasure for autonomous driving may be included. Here, step S125 corresponds to step S200 described above or may be performed as a separate step.

Step S121 is a step in which the safety controller 300 determines whether software, hardware, network, and driving functions (eg, lane change, overtaking, ACC, and LKAS) of the autonomous driving unit 100 are normally operated. The safety controller 300 controls the anomaly diagnosis unit 200 to check a currently operating device and a failed device.

Step S122 is a step for determining whether software, hardware, network, and driving functions (eg, lane change, overtaking, ACC, and LKAS) normally operate in the system design. The safety controller 300 controls the anomaly diagnosis unit 200 and checks whether hardware, software, network equipment, and autonomous driving functions are normally operating within the range set by the system design, and whether or not components are not operating normally. .

For example, the anomaly diagnosis unit 200 determines whether the operation is performed within the range set in the operational design area, overvoltage is generated in the camera, EPS torque sensor value, GPS location accuracy, reception rate of ride line data, vertical and horizontal vehicle control device Normality is determined by determining whether output values or driving result values of devices constituting the autonomous driving unit, such as whether or not there is an abnormality in direction control, fall within a range set in the system design.

Step S123 is a step in which the safety control unit 300 checks the normal operation and performance of hardware, software, network, and autonomous driving functions based on real-time data.

Determination of normal operation of the autonomous driving unit based on such real-time data is for updating the road environment that changes over time. Roads undergo various changes over time after construction (e.g., extension and removal of structures such as street trees, traffic lights, overpasses, road expansion, section route changes, pavement work, lane deformation, road loss due to natural disasters, etc.) can be done Such a change in the road environment may be a factor deteriorating driving stability of an autonomous vehicle.

Therefore, in the present invention, in order to respond to such changes in the road environment in real time, a process of verifying performance based on real-time data is performed.

Specifically, the anomaly diagnosis unit 200 or the safety control unit responds to hardware, software, network equipment, and vehicle control functions according to changes in the road environment acquired or detected in real time during autonomous driving (for example, when a lane is reduced). It detects normal operation through movement to the next lane, speed control, detection of added road structures, whether to avoid or pass).

Step S124 is a step in which the safety control unit 300 transmits information on whether or not the autonomous vehicle normally operates and performance through steps S211 to S213 through V2X communication. Here, the corresponding information may be transmitted to a remote control center and nearby vehicles connected through V2X communication. That is, when the safety control unit 300 determines that there is an abnormality in performance as a result of self-diagnosis, the surrounding vehicles may propagate the situation and request a countermeasure to the control center.

Alternatively, the safety control unit 300 may transmit a result of self-diagnosis to the control center through V2X communication to determine whether or not there is an abnormality and request a countermeasure. That is, the control center may check the diagnosis result of the self-driving vehicle, determine whether the vehicle has an abnormality, and transmit a countermeasure along with the result.

Step S125 is a step in which the safety control unit 300 updates its own information according to the countermeasure received from the control center and safely controls the vehicle according to the countermeasure.

At this time, the countermeasures are information values of the operation design area of the autonomous driving unit 100 or information values obtained from the corresponding road environment, and may include countermeasures such as the location of a safe zone, emergency stop, speed limit, and conversion of driving control rights. . In addition, the control center can transmit a response plan (for example, speed reduction, section entry stop, detour, and other messages including warnings and information) for coping with situations of vehicles driving behind the vehicle where the event has occurred. there is.

6 is a flowchart illustrating step S170.

Referring to FIG. 6, step S170 includes a step S171 of recognizing entry into an atypical section or atypical section information of an operational design area, a step S172 of detecting and updating an operational design area in an atypical section through a communication infrastructure, and an operation design area. It includes a step S173 of analyzing risk factors and providing information through V2X communication, and a step S174 of establishing a countermeasure for autonomous driving.

Step S171 is a step of detecting information on the current irregular road through self-sensing information after entering the irregular section. Alternatively, in step S171, the safety control unit 300 may detect information on the irregular road section by utilizing infrastructure information within the irregular section.

Here, the safety control unit 300 may detect entry into an atypical section through self-sensing information or V2X infrastructure.

Step S172 is a step of detecting an irregular section operation design area and updating information. Here, the safety control unit 300 compares data (information) detected by using detection or infrastructure within an atypical section with information of an existing operation design area, and if there is a difference, updates as new information.

That is, the safety control unit 300 updates new information detected from the vehicle itself or new information detected through the infrastructure so that irregular section information within the existing operational design area matches the current road environment.

Since the information value of the operational design area is updated with information matched to the actual atypical section, it is possible to determine whether an event has occurred, thereby preventing misrecognition as in the prior art.

Step S173 is a step of analyzing risk factors in the operational design area and providing the results to the control center or other vehicles. The safety controller 300 determines whether an event has occurred by analyzing dynamic or static risk factors in the current atypical section through the updated operation design area information.

Here, dynamic risk factors refer to moving objects (eg, pedestrians, cars, tillers, motor vehicles, animals, etc.), and static objects refer to fixed structures (eg, traffic lights, streetlights, trees, information boards, etc.). it means.

In addition, the safety control unit 300 may transmit the analysis result of the risk factor to the vehicle and to a remote control center or nearby vehicles through V2X communication.

Step S174 is a step of establishing and executing an autonomous driving operation response plan. The safety control unit 300 may switch the driving control right of the vehicle to the driver according to the countermeasure received from the control center, or may transmit an emergency stop, an emergency stop, or an emergency call to a maintenance center or institution after moving to a safe zone. . Here, the countermeasures may be received from the control center or may be established and executed in the vehicle. However, the risk factor analysis result of the safety control unit 300 is preferably transmitted to the control center and surrounding vehicles in order to share information and propagate the situation.

An example in which the above present invention is applied will be described below.

8 is an exemplary view when an abnormality occurs in an autonomous driving function and/or operational design area.

Referring to FIG. 7 , the path of the autonomous vehicle is set as a path of A -> B -> C. Of these, section C is a non-standard road section, and sections A to B are regular road sections.

While entering section C through section B, the autonomous vehicle senses information on the actual road environment and compares the data of the previously installed operational design area, or detects information in section C through infrastructure before entering section C.

In addition, the self-driving vehicle compares the information of the newly detected road environment with the information of the previously installed operational design area, and updates the new information if an error occurs. Therefore, the self-driving vehicle that entered section C was updated to the operational design area with information matched to the actual road environment.

In addition, the safety control unit 300 of the vehicle repeatedly diagnoses errors between the hardware, software, network, and autonomous driving functions of the autonomous driving unit 100 and the operational design area and actual information to detect abnormalities. .

At this time, the vehicle entering section C operated normally within the standard road environment such as section A and B, but an event (abnormal operation or performance abnormality of the system, section outside the operational design area) occurred between section B and C, resulting in an atypical road environment. A situation occurred where the operation of the section was impossible.

Accordingly, the safety controller 300 transmits event generation information to the control center and the rear vehicle. In addition, the control center may establish a response plan for the event information of the corresponding vehicle and transmit it to the corresponding vehicle.

Therefore, the safety control unit 300 of the vehicle controls the vehicle according to the response method received from the control center.

At this time, a countermeasure may be any one of switching the driving control right to the driver, moving and stopping to a nearby safe zone, and emergency stop at the current location.

In addition, the rear vehicle receives event information on the irregular road section, determines the autonomous driving performance to be limited or outside the operational design area through information and risk judgment on the event, and autonomously drives to prevent entry into section C itself. limit

Therefore, the safety controller 300 of the rear vehicle diagnoses the performance of the vehicle itself, and if there is no abnormality, controls the autonomous driving unit 100 to control and reduce the speed to transfer the control right to the driver, or maintains the operation of autonomous driving. Through V2X communication, the situation of the vehicle in front is checked in real time and safely controlled to drive at low speed and/or stop.

The embodiments of the present invention described above are only exemplary, and those skilled in the art will appreciate that various modifications and equivalent other embodiments are possible therefrom.

Therefore, it will be well understood that the present invention is not limited to the forms mentioned in the detailed description above. Therefore, the true technical protection scope of the present invention should be determined by the technical spirit of the appended claims. It is also to be understood that the present invention includes all modifications, equivalents and alternatives within the spirit and scope of the present invention as defined by the appended claims.

100: autonomous driving unit
200: abnormal diagnosis unit
210: operational design area detection module
220: hardware detection module
230: network detection module
240: software detection module
250: driving control detection module
300: safety control unit
310: V2X module
320: safety control module

Claims (10)

an autonomous driving unit controlling autonomous driving;
An abnormality diagnosis unit for detecting and diagnosing abnormalities in hardware, software, network equipment and driving functions of an autonomous vehicle; and
When at least one of the abnormal detection signal of the abnormality diagnosis unit, the event occurrence information of the autonomous driving unit, and the section information outside the operational design area are received in the irregular section of the irregular road environment, the situation is reported to the control center and surrounding vehicles using the V2X infrastructure. a safety control unit that transmits and requests countermeasures; An autonomous driving navigation system in an atypical driving environment based on C-ITS.
The method of claim 1, wherein the countermeasure is
at least one of maintenance of autonomous driving, conversion of driving control authority to the driver, movement to a safe zone including location information, emergency stop, warning message, and guide message; An autonomous driving driving system in an atypical driving environment based on C-ITS.
The method according to claim 1, the abnormal diagnosis unit
An operation design domain detection module that compares anomalies in an operation design domain (ODD) that defines specific operating conditions of an automated driving system (ADS) and information collected through detected sensing information or infrastructure and set information;
A hardware detection module for detecting an abnormality in hardware installed in an autonomous vehicle;
A network detection module for detecting an abnormality of network equipment in an autonomous vehicle;
A software detection module for detecting a malfunction of software by detecting the amount and type of data transmitted and received between each hardware in the autonomous driving unit; and
A driving detection module that detects an abnormality in at least one operation of direction change, stop, and speed control during autonomous driving; An autonomous driving navigation system in an atypical driving environment based on C-ITS.
The method according to claim 1, wherein the safety control unit
comparing the sensing information of the irregular road section detected by the autonomous driving unit with the information value of the operational design area, and updating irregular section information of the operational design area as newly detected information when an error occurs; An autonomous driving driving system in an atypical driving environment based on C-ITS.
The method according to claim 1, wherein the safety control unit
Detecting information of irregular road sections through communication infrastructure and comparing information values of operation design area to update irregular section information of operation design area with new information when an error occurs; An autonomous driving driving system in an atypical driving environment based on C-ITS.
The method according to claim 1, wherein the safety control unit
Transmitting information to surrounding vehicles when a performance problem or event occurs in an atypical section; An autonomous driving driving system in an atypical driving environment based on C-ITS.
The method according to claim 1, wherein the safety control unit
When event occurrence information is received from the control center through V2X communication in an atypical section or a regular section,
Controlling the autonomous driving unit by establishing a countermeasure including at least one of switching driving control authority to the driver, reducing speed, stopping in a safe zone, emergency stop, and emergency call; An autonomous driving driving system in an atypical driving environment based on C-ITS.
a) diagnosing normal operation and performance of at least one of hardware, software, network equipment, and driving functions, and requesting a countermeasure from the control center when an abnormality is detected;
b) detecting whether or not driving within the operational design area during autonomous driving along the set route and requesting a response plan from the control center if there is an abnormality; and
c) determining whether it is possible to operate in the irregular section, and requesting a response plan to the control center if it is not possible to operate in the irregular section; including,
At least one of steps a) to c)
d) detecting the information of the actual atypical section and updating the information of the operational design area; An autonomous driving operation method in an atypical driving environment based on C-ITS including.
The method according to claim 8, at least one of steps a) to c)
When a failure or event occurs, transmitting situation information to surrounding vehicles through V2X-based infrastructure; An autonomous driving operation method in an atypical driving environment based on C-ITS.
The method according to claim 8, step d)
d-1) entering an atypical section, detecting information of the atypical section, comparing it with set information of the operational design domain, and updating the information of the operational design domain; and
d-2) detecting information of an atypical section using infrastructure information in the atypical section and comparing the information of the atypical section set in the operational design area to update the information of the operational design area; An autonomous driving operation method in an atypical driving environment based on C-ITS including any one of the following.

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